Dan Johnson, Author at ByDanJohnson.com

You Can Help Prove the Safety of LSA

By Dan Johnson || September 21, 2012 Leave a Comment (Edit)

SP/LSA was announced 35 years to the day after Neil Armstrong touched foot on the Moon.

Airframe manufacturer audits are document and process verifications.

LAMA wants to encourage you to participate in FAA's survey.

While time consuming to complete, FAA's survey gives useful info to regulators and others; your participation might help LSA be compared more equally.

In light of recent developments, perhaps some ups and downs of FAA's involvement with Light-Sport aviation can offer perspective. First some background; then an appeal for your help on behalf of LSA. POSITIVE In the summer of 2004, precisely 35 years after the day Neil Armstrong set foot on the Moon, FAA gave birth to Light-Sport Aircraft and Sport Pilot. An agency of the government wrote a regulation obeying a 1995 law saying government agencies should relax the reins whenever reasonable. Presto! SP/LSA. In essence, the idea was to set aviation free from heavy-handed regs like Part 23 while also taming what some saw as the "wild west" of ultralight aircraft. This shrewd move propelled a rather fantastic 127 new SLSA models in only seven years... like nothing in aviation, worldwide, ever. For three years, LSA sales were firecracker hot! NEGATIVE A couple years after the birthing, FAA started evaluating the producers. Teams visited 14 manufacturers ad 16 importers and declared many were not fully compliant with the ASTM rules of certification plus applicable regulations. Manufacturers declared on an FAA form that they'd done all the testing and had built proper manufacturing systems. FAA demanded they prove it. Without judging the aircraft themselves audit teams worked to verify these airframe sellers had all the paperwork and quality assurance processes implied by their statement of compliance. Some paperwork was incorrectly completed or missing. Some processes needed improvement. FAA gave a list of things that ought to be done. Before FAA's assessment project report was released, the economy tanked, big time. Combined with FAA's implication that companies weren't compliant, some potential LSA customers got cold feet. POSITIVE Despite the manufacturer's lack of 100% complete paperwork, LSA safety remains reasonably good. FAA often uses the word "acceptable." Of course it can always be better; same for Type Certified airplanes. Any fatality is terrible, but such accidents haven't been too numerous. Paperwork issues aside, it's clear most LSA engineers have done their job well. NEGATIVE Due to the down economy money got tight. Producers' paperwork improved but evidently not fast enough for the agency. In July 2012, FAA issued an order (8103.2G CHG 1) to their offices that the agency would insist on doing a top-to-bottom audit of any company coming out with a new model, or of any new company entering the market. Whew! Talk about a chilling effect on new model development. Meanwhile, some LSA ordered and paid for by customers are sitting in hangars with delivery in question. LSA producers are bearing the blame ("You weren't fully prepared," a customer might say). This is sure to cause financial losses for some companies. POSITIVE To help show how safe LSA are, I want to encourage you to participate in an FAA survey. As LAMA board member Tom Peghiny wrote, "Data from the GA survey is used by the FAA, NTSB, and even Congress in their oversight of recreational aviation. It is crucial that owners in our segment (SLSA, ELSA and Experimental Amateur-Built light aircraft) make the effort to respond. Only by having accurate operational statistics can we know how our safety record compares to other parts of General Aviation." LAMA believes that LSA conduct more operations — defined as a takeoff or landing — per hour flown than, for example, business jets, which are flown for hours at altitude. Therefore comparing LSA and business jet safety based solely on hours flown is an unequal comparison. More data from the LSA user community could correct the statistics. Please go the following website and enter your information: www.AviationSurvey.org Use the N-number of the LSA you fly as your password. Let's make sure the LSA safety record is correctly compared! Please bear with the survey; it's long, clunky, and of crappy design, but the information is nonetheless important to transmit.

In light of recent developments, perhaps some ups and downs of FAA’s involvement with Light-Sport aviation can offer perspective. First some background; then an appeal for your help on behalf of LSA. POSITIVE In the summer of 2004, precisely 35 years after the day Neil Armstrong set foot on the Moon, FAA gave birth to Light-Sport Aircraft and Sport Pilot. An agency of the government wrote a regulation obeying a 1995 law saying government agencies should relax the reins whenever reasonable. Presto! SP/LSA. In essence, the idea was to set aviation free from heavy-handed regs like Part 23 while also taming what some saw as the “wild west” of ultralight aircraft. This shrewd move propelled a rather fantastic 127 new SLSA models in only seven years… like nothing in aviation, worldwide, ever. For three years, LSA sales were firecracker hot! NEGATIVE A couple years after the birthing, FAA started evaluating the producers.

$30 Burger — LeaseBack — Aircraft Tour

By Dan Johnson || September 17, 2012 Leave a Comment (Edit)

Four LSA and two GA planes made a breakfast outing.

A pretty Florida day in September enjoyed by a group of young aviators and friends.

Spruce Creek, near Daytona Beach, has an excellent cafe and great facilities.

A fun thing happened this weekend. Such pleasures occur regularly across the USA where we enjoy so much aviation freedom. This time I got in on part of the weekend fly-out. Plus, I want to celebrate a thriving LSA flight school, another one supported by an arrangement called "leaseback." I'll also highlight our newest video that I hope you'll enjoy. Successful LSA Flight School — First landings is a central Florida flight school dedicated to LSA. They use five of them in their school including two Remos GXs, two SportCruiser/PiperSports, and a Cessna Skycatcher. First Landings is run by young entrepreneur Adam Valencic and he and his cadre of youthful flight instructors are keeping his fleet busy, averaging an admirable 70 hours a month per LSA, he reports. First Landings is based at Orlando/Apopka Airport (X04). Any flight school would be proud to claim such numbers, so great job, Adam! Get additional contact info for First Landings or any of the more than 400 LSA outlets in America from our FIRM List. The mostly young pilots and friends that joined Adam on the breakfast outing enjoyed dining at Spruce Creek's Downwind Cafe. So, OK, it wasn't a $50 hamburger flight. Instead it might have been eggs benedict or the Pancake Challenge (which neither of two participants won though they gave a shot at devouring an enormous stack of the sweet treats). Given fuel for an hour's flying (call it $20) plus breakfast, the tab wasn't even $50 (except maybe for a couple of less fuel efficient GA planes that accompanied the LSA). Based on the smiles, it was clear everyone enjoyed the experience! Leaseback Pays Off — A Remos aircraft that joined the Sunday brunchers is one of two such that are leased back to First Landings. LSA investor Eric Strong says this is paying off for him and that he genuinely makes money on the arrangement, in no small part based on Adam's drive to make his LSA flight school business a success story. Earlier I wrote about a leaseback investor, Joe D, who supplies what is now three Flight Design CTLSs to flight schools under a similar arrangement. If the flight school is as successful as First Landings or Chesapeake (where one of the CTLS models is at work), the leaseback owner gains financially. The school get a new LSA. Students love the roomy, well-equipped aircraft. The airplane investor profits. Everyone wins! What Light-Sport aviation needs is more such deals. Video LSA Tour — Last but hardly least, you may want to catch our "feature length" (1.5 hour) video on all the aircraft exhibited at the recently concluded Midwest LSA Expo. Along with my trusty cameraman (of Light Sport and Ultralight Video Magazine), we give you a fast 2-3 minute vignette of every airplane visitors got to see. Next year (Sept. 5-6-7, 2013) you should attend if you live in the one of nearby midwestern states. For many more videos — all free and all shown without YouTube's intro advertisements — visit our dedicated video page.

Luxurious Quicksilver Dealership: Flying & Living

By Dan Johnson || September 14, 2012 Leave a Comment (Edit)

As happens at an Apple event, crowds line up outside the impressive showroom of Flying & Living.

Few (more likely, zero) recreational aircraft dealerships can boast a showroom like this.

With a circular observation tower and beautiful facilities, Flying & Living has a lot to offer.

Plenty of airplanes (and hot air balloons) await visitors from Mexico and abroad.

One of the most storied companies in the entire light airplane space is Quicksilver. Their iconic models have populated the skies more than any other recreational aircraft brand... yes, more than Van's (7,000+), Rans (4,500+), and Challenger (2,500+) combined! In fact, in 2002 and 2003, Quicksilver by itself outsold Cessna, Piper, and Beechcraft combined! Now, that's a performance any aircraft company would love to match. Recently this company, which has what our nation's president might call "a good narrative," acquired new ownership, the fourth such transition in the five decades it's been in existence. Quicksilver Manufacturing became Quicksilver Aeronautics. Thanks to increased energy and fresh directions from Will Escutia and Dan Perez, the California company is attracting new retail businesses to become part of Team Quicksilver. One of the newest is Flying & Living LLC, located in Queretaro, Mexico. Here's another reason for envy from other producers. Brand-new, custom-built facilities owned and operated by Isaac Castro are simply spectacular (photos). About two hour's drive from Mexico City — the third largest metro area on Earth with a population of 21 million people — Flying & Living built a strikingly handsome facility that is very rare for sport aircraft retailers. Customers are sure to view this location as an ideal place to enjoy recreational flying. The company offers fixed wing flight with Quicksilver aircraft or in FireFy hot-air balloons Classroom and other quarters are highly inviting and form an excellent role model for other sport aviation facilities. Flying & Living has a large and growing fleet of Quicksilver aircraft housed in several new hangars. "We are very pleased to sign Flying & Living LLC with their very impressive operation. As the new owners of a company that Americans and aviation professionals in many other nations have loyally supported for several decades, we are gratified by the continuing support of dealers around the world," said Will Escutia, president of Quicksilver Aeronautics. "Since Quicksilver is one of the best-known brands in aviation, we are attracting new dealers in the USA and around the globe," stated operations chief Daniel Perez. He referred to the company's "15,000 aircraft flying in countries around the planet and with highly affordable prices and a superb safety record." Escutia and Perez will continue to operate Quicksilver Aeronautics in Temecula, California. The SoCal enterprise builds the MX series including the Sprint, Sprint II, Sport, Sport II, Sport 2S and the GT series including the single seat GT 400 and the two place GT 500. The GT 500 is the first aircraft approved by FAA under the Primary Aircraft category (1993). Quicksilver has dealers throughout the USA and the world with thousands flying in nearly 100 countries. Work is proceeding on Special LSA approval for the Sport 2S and the GT 500. Here's a well-known company we'll be watching closely.

Why Does the FAA Hate LSA Gyroplanes?

By Dan Johnson || September 9, 2012 2 Comments (Edit)

Greg Gremminger poses with "Angry Birds," his M-16 Magni Trainer gyro.

Magni's M-16 Trainer is an open cockpit tandem-seating gyro that sells for just $90,000 in kit form.

M-24 Orion is fully enclosed. Greg Gremminger says it flies more like a "sedan" drives than the "sports car" M-22 Voyager tandem models.

One of the longest suffering participants on the ASTM committee that writes certification standards for Light-Sport Aircraft is Greg Gremminger, the remarkably mild-mannered chair of the gyroplane subcommittee. Demonstrating patience like Job in the Bible, Greg has labored to change FAA's mind about granting Special LSA status to gyros. He has completely struck out but deserves loud applause for sticking with it so long despite such intransigence*. Regardless of the years-long challenge, at the Midwest LSA Expo in Mt. Vernon, Illinois, Greg managed to put a good spin on the present situation. Gyroplanes were an American phenomenon at one time. The Benson Gyro was as close to a household word as gyros get. Many others joined the parade over the years. Today, however, the main action is European based and the reason is probably that aviation authorities across the pond are more accommodating. While gyros were indeed part of the LSA regulation that arrived in summer 2004, they were never given SLSA status due, Greg reports, to intraagency squabbling. The Rotorcraft Directorate initially objected yet even though they've now dropped their resistance, gyros remain stuck in never-LSA land. The improved news? LSA Gyros can only be sold as Experimental Amateur Built kits in the USA. So, truly, they aren't LSA. However, they can be flown by pilots holding the Sport Pilot certificate with no medical. Greg also reports the FAA Kitplane Evaluation Team checklist for gyros recognizes that, for safety, it's best to allow the manufacturer to do the trickiest work. Short answer result? Greg can assemble a Magni Gyro M-16 Trainer in as little as 150 hours and a first timer will only take 300 hours without having to perform any demanding part fabrication. It's a bolt-together package with good instructions and Greg's business can help. The fully enclosed side-by-side M-24 Orion takes about 500 hours but even that is quite tolerable compared to many kit airplanes. So, while it would definitely be superior — and what FAA seemed to intend when the rule was issued — to have ready-to-fly SLSA gyros, the present situation at least allows rotary enthusiasts to get airborne. The M-16 Trainer sells complete, as a kit, for about $90,000 and the more deluxe Rotax 914 turbo-powered M-24 Orion sells for $106,000. Greg's Magni USA company can fully build but you'd need to operate in the Experimental Exhibition category, which comes with some very tight restrictions. Greg can also fully build for law enforcement or other "exempted" operators and the ready-to-fly prices are just a few thousand more than the kit price. Still, for most buyers Greg highly recommends the EAB 51% kits as buyers can then operate largely as they wish. If you're a fixed wing pilot like me, Greg assures me flying a gyro is quite straightforward. In fact, in some ways it's even simpler than a conventional aircraft. For example, you fly with your feet on the floor except during crosswind landings and given super slow touchdown speeds, crosswind landings are something of a rarity; just land into the wind and roll hardly any distance. I've been up with Greg before and found the experience exhilarating. I promised to go again and actually take some training. Both aircraft at the Midwest LSA Expo looked to be of high quality. Many of us have seen how well they handle winds. Plus, at these prices for well developed flying machines... gotta go gyro! * Given these comments, it is appropriate to observe that FAA deserves credit as the agency that allowed this experiment of freedom in aviation we call Sport Pilot/Light-Sport Aircraft. Secondly, many FAA employees are fine people with a genuine interest in airplanes and some are very supportive of the SP/LSA regulatory concept. Lastly, this whole initiative has potential to spread around the world and that alone is worth seeing the experiment through to conclusion.

SLSA #127, SAB Vulcan, Appears at MW LSA Expo

By Dan Johnson || September 8, 2012 Leave a Comment (Edit)

Vulcan C-100 first appeared in the USA at Sun 'n Fun 2010 and now again at the Midwest LSA Expo 2012 with new representation.

Vulcan can be sold in Europe with retractable gear.

Interior view of the SAB Aviation Vulcan C-100.

SAB's Vulcan isn't entirely new. The design has existed in Europe and arrived in the USA more than two years ago but stealthily avoided our radar as a Special Light-Sport Aircraft until the 2012 Midwest LSA Expo at the Mt. Vernon, Illinois airport. The secret is out now and Vulcan C-100 has been added to our SLSA List and comes at #127. Basically, the Italian SAB Aviation jumped the Atlantic into the American LSA market with their derivative of the famous Falco kit aircraft. The low-wing all-metal design first arrived to importer Phil McCoy and his Florida-based Light Sport America enterprise. McCoy promoted the introduction at Sun 'n Fun 2010 but evidently didn't complete the process for the Vulcan C-100 to earn its Airworthiness Certificate. Representation at the Midwest LSA Expo was by the team of Niley Church and Valter della Nebbia under the business name SAB Aviation of Americas. Valter also supplies another Italian airplane, the ICP Savannah. Their association is so new their Internet presence (www.boomeranglsa.com) still refers to their dealership for the Jabiru J-230 and J-170 models though Niley said they were at work on a revised website. SAB Aviation is described as a more recently established division of SAB Aerospace, an Italian manufacturer of unmanned aerial vehicles and satellite components. SAB found entry to the light aviation market by purchasing Italy's Corivi Aviation, which had been offering the C-100 as a European microlight kit-built airplane. The company had created a retractable gear version for the EU market and also prepared a fixed-gear version that could meet LSA rules. Specifications for Vulcan C-100 include a main structure built from 2024 aluminum; wing span at 26.2 feet; wing area is 114.2 square feet; and fuel is supplied from two wing tanks, each with 12.7 gallons capacity. Vulcan can reportedly cruise at 111 knots and offers a 573 pound useful load resulting in a respectable 421 pounds of payload with full fuel. Vulcan is powered by the 100-hp Rotax 912 ULS engine. Hydraulic disk brakes are operated with a single cockpit lever. Falco has long been a revered European design (though rather different from the Vulcan) and U.S. representative Niley Church described Vulcan's "sexy lines" mated to a familiar analog instrument set up, though the panel is easily large enough to accommodate digital glass screens if a customer wishes. Niley indicated a probable selling price of about $125,000 but noted that they are still about six months away from having a ready-to-sell product. As the team of Church and della Nebbia get closer to market-ready, we'll supply an update.

SAB’s Vulcan isn’t entirely new. The design has existed in Europe and arrived in the USA more than two years ago but stealthily avoided our radar as a Special Light-Sport Aircraft until the 2012 Midwest LSA Expo at the Mt. Vernon, Illinois airport. The secret is out now and Vulcan C-100 has been added to our SLSA List and comes at #127. Basically, the Italian SAB Aviation jumped the Atlantic into the American LSA market with their derivative of the famous Falco kit aircraft. The low-wing all-metal design first arrived to importer Phil McCoy and his Florida-based Light Sport America enterprise. McCoy promoted the introduction at Sun ‘n Fun 2010 but evidently didn’t complete the process for the Vulcan C-100 to earn its Airworthiness Certificate. Representation at the Midwest LSA Expo was by the team of Niley Church and Valter della Nebbia under the business name SAB Aviation of Americas.

First Half 2012 LSA Registration Update

By Dan Johnson || September 5, 2012 Leave a Comment (Edit)

BRM Aero's Bristell appears to be an up-and-comer.

Jim Lee has quietly been logging a slew of orders for his smooth motorglider.

Aerotrek continues to be a solid selling aircraft, and offers one of the lower price points among LSA.

We've been getting requests for market share information and I am happy to provide an update, thanks to my European associate Jan Fridrich who does the hard work of sifting through FAA's database. I remind you that his efforts are not merely tallying whatever FAA publishes. In fairness, Jan has to evaluate many pieces of information and judge accuracy of the entries. This isn't because FAA's registrars are bumbling fools that cannot enter data accurately. The challenges come from sheer number of brands (90) and models (127) over a mere seven years... unprecedented in aviation history. To that add the variations of Experimental Amateur Built (EAB), Special Light-Sport Aircraft (SLSA), Experimental Light-Sport Aircraft kits (ELSA) and converted two-place ultralights to LSA status. Then factor in that some standard category or homebuilt aircraft meet the LSA parameters of weight and speed and such so some people consider them "LSA," when in fact they mean they can be flown by some possessing a Sport Pilot certificate. My onetime EAA associate Ron Wagner coined the phrase "Sport Pilot eligible" to describe these aircraft. So now we come to the first half of 2012. Cessna appears the clear and away winner of the registration sweepstakes with an impressive 71 registered aircraft logged in six months (11.8/month). Jan reports a good number of these are registered in Cessna's corporate name so they do not equate to deliveries though they are newly hatched LSA. In all of 2011 Cessna registered 11.2/month so Shenyang Aircraft in China is finding a steady pace of production. Following well behind but still leading the rest of the pack is CubCrafters with 28 more registrations in the first half (4.7/month), a faster pace than their 2011 performance of 36 (3.0/month), indeed greater than 50% more production than last year when they also came in second after Cessna. American Legend managed to slightly up their 2011 pace to register seven new LSA in the first six months of 2012, trailed by Flight Design with six, followed by a tie between Jabiru U.S. and SportCruiser at five each. One surprise is Phoenix, the sleek motorglider builder, whose U.S. importer registered four in 2012 but reports having sold 20. "We cannot keep up with orders from customers," Jim Lee reports, "even though the production rate has increased." Bristell registered three and was followed by a chain of companies registering two apiece: Arion and their Lightning, Renegade and their Falcon, World Aircraft and their Spirit, and Canadian Light Aircraft and their Bush Caddy. Quite a few more companies at least got on the log and I think it's fair to say the first half of 2012 represents an improvement over 2011. That's great and we'll hope for more progress in the Light-Sport Aircraft sector. Update 9/5/12 — Shortly after we released the nearby chart, we heard from Aerotrek that we had undercounted their registrations. Besides our regrets — we do strive for accuracy — we repeat the comment that FAA's database can be a confusing place. Aerotrek's Rob Rollison sent detailed information to support his registration of six new LSA (the earlier report was for two) in the first half of 2012. He reported three each of the A240 tricycle gear models and A220 taildragger models were registered. Aerotrek continues to enjoy positive developments. In defending his registrations, Rob wrote, "Every plane I receive from [manufacturer] Aeropro is already sold — we are sold-out eight months in advance at the present time (and it's been this way for over a year)." Contratulations to Aerotrek and Aeropro. We looked into the data more deeply and corrected the chart. DISCLAIMER: As always we remind readers that the information presented in the text above and in the nearby graph is derived from registrations as logged by FAA Registration Branch. Figures are not sales or deliveries though over time, these values will tend to be very close. Also, the registration database used for this report may no longer include aircraft that were removed from the registry, slightly altering the numbers. Such removals can occur when an aircraft is shipped out of the USA, is destroyed by an accident, or is taken from Special LSA category to another category like Experimental LSA. Every effort has been made to report the most accurate information available.

We’ve been getting requests for market share information and I am happy to provide an update, thanks to my European associate Jan Fridrich who does the hard work of sifting through FAA’s database. I remind you that his efforts are not merely tallying whatever FAA publishes. In fairness, Jan has to evaluate many pieces of information and judge accuracy of the entries. This isn’t because FAA’s registrars are bumbling fools that cannot enter data accurately. The challenges come from sheer number of brands (90) and models (127) over a mere seven years… unprecedented in aviation history. To that add the variations of Experimental Amateur Built (EAB), Special Light-Sport Aircraft (SLSA), Experimental Light-Sport Aircraft kits (ELSA) and converted two-place ultralights to LSA status. Then factor in that some standard category or homebuilt aircraft meet the LSA parameters of weight and speed and such so some people consider them “LSA,” when in fact they mean they can be flown by some possessing a Sport Pilot certificate.

Electric! Gorgeous! Freedom! …4th Generation ULS

By Dan Johnson || September 4, 2012 Leave a Comment (Edit)

Electric Aircraft Corporation's ULS certainly reveals its sailplane heritage.

I simply love the shape of the ULS wing.

Seating for one in typical sailplane laid-back style.

Here's the pilot's point of view. Note instruments will swing over with the side-opening canopy.

Randall Fishman virtually invented the electric aircraft. That's a rather big statement yet I stand behind it. Randall first showed a functional electric trike at Oshkosh 2007. He's been on a tear ever since and his ULS is his present state-of-the-art, his fourth generation of electric aircraft design. *** I use three words to describe ULS deliberately. It's electric. That's obvious but singular. Fishman's Electric Aircraft Corporation is presently selling electric powered aircraft. You can also buy an electric eSpyder from Yuneec or an eGull from Earthstar but after that, mostly what you hear about electric aircraft are developments... fascinating but just developments. Electric Aircraft Corporation is ready today. *** ULS is gorgeous. You can see that for yourself and I have to presume you agree because it is simply beautiful in its sweeping lines, slippery smoothness, and overall elegance. It wowed visitors to Oshkosh 2012 and it'll do that at any airport I submit. *** Plus, ULS is freedom. Why? Well, this is a Part 103 vehicle and that means no airworthiness certificate, no N-numbers, no pilot license, no medical, and you can buy it ready to fly. Randall is working with contacts at FAA, he reported, regarding the valuation of batteries as in lieu of gasoline, which ULS does not carry. The battery weights are not insignificant but they're manageable. Partly this is possible because ULS is a soaring machine at heart (doesn't it look like sailplanes you've seen?) and that means you can elect a small amount of battery power just to launch you and perhaps to get you home after soaring motor off, maybe for hours. *** It's worth noting that we are now in the very month 30 years ago when aviation's simplest and most free sector was given birth. In 1982, FAA passed the ultimate in FARs, a regulation that can be printed on the front and back of one sheet of ordinary office paper. Yes, all of it! Part 103 has now lasted 30 years successfully, even in an era of increasing regulation and Electric Aircraft's ULS represents a means to show the advanced state of the art of this sector. *** What about the ULS concept? Randall started with an electric trike... that worked! Call that Generation 1. Then came an electrified Moni motorglider for Gen 2. His "C" model was a sleek two-seat motorglider that we'll call Gen 3 and it was followed by the Part 103 ULS debuted in 2012. That makes Generation 4 and she's looking good. *** A battery pack that slides into the shoulder wing delivers 30 minutes with two packs optional and battery tech is evolving continuously. In other parameters, ULS is a Part 103 so it can't fly faster than 63 mph at cruise, can't stall faster than 24 mph, has to have only one seat and must meet a tight empty weight of 254 pounds. The last is where Randall's negotiation with FAA is vital, to keep the feds from penalizing the batteries as part of the ULS's empty weight when gasoline is not counted in an ultralight vehicles's empty weight. *** Cost is about $60,000, but one look at it tells you this is no ordinary ultralight. Plus that money covers your fuel in a very direct sense. Randall says it costs only $0.75 to "fill up the tanks" with electrical current so your purchase includes plenty of hours aloft at bargain prices. I like it. Who wouldn't? |||| For much more about electric-powered light aircraft and the evolving state of technology type "battery" into our Full-text Search box

Randall Fishman virtually invented the electric aircraft. That’s a rather big statement yet I stand behind it. Randall first showed a functional electric trike at Oshkosh 2007. He’s been on a tear ever since and his ULS is his present state-of-the-art, his fourth generation of electric aircraft design. *** I use three words to describe ULS deliberately. It’s electric. That’s obvious but singular. Fishman’s Electric Aircraft Corporation is presently selling electric powered aircraft. You can also buy an electric eSpyder from Yuneec or an eGull from Earthstar but after that, mostly what you hear about electric aircraft are developments… fascinating but just developments. Electric Aircraft Corporation is ready today. *** ULS is gorgeous. You can see that for yourself and I have to presume you agree because it is simply beautiful in its sweeping lines, slippery smoothness, and overall elegance. It wowed visitors to Oshkosh 2012 and it’ll do that at any airport I submit.

Great Internet Year for Recreational Aviation

By Dan Johnson || September 2, 2012 Leave a Comment (Edit)

LSA are proliferating all around the planet.

We try not to overdo this, but we have a new benchmark to share with you. *** One year ago, we loaded a new graphic onto our home page. The idea was to better identify where in the world we were finding visitors so we put up Flag Counter, which you can see at the bottom of the Featured Aircraft listing in the right column. It's been fun to watch the numbers and flags adjust. *** If you click on that image you can get much more info. One thing you'll see is that we've had 191 countries come to visit, including some you may not know existed. Indeed, the entire world has an interest in affordable, recreational aircraft. *** You'll also note a count of Unique Visitors. At the end of the first year of having this counter on ByDanJohnson.com, we exceeded 150,000 Unique Visitors, according to Flag Counter. Our own stats counter — which doesn't simply sample as most other counters do, instead counting every visit — shows an even larger number: 181,846 or more than 15,150 per month. In 2012, our all-time record year, the average has exceeded 16,000 Unique Visitors per month. We feel mighty fortunate about our steady growth since everyone knows too well we have a sluggish economy most places on the planet. *** In August of 2012, we exceeded 3 million hits for the first time, and our bandwidth showed nearly 60 GB of content delivered. That's more than 12 DVDs worth or 75 CDs full... every month. Our sponsors — who help us make so much available for free — care how many times their banners and messages are being seen and we have consistently over-delivered on that promise as well. Oh, BTW, our August revenues also set a record and we sincerely thank our many sponsors for their unwavering support that benefits every reader. *** All this is just numbers and we hesitate to wave our flag too vigorously as it sounds like bragging. OK, it is a bit, but the larger, more important message is that the idea of affordable aircraft and flying for fun appears — at least by the benchmark of one website's performance — to be alive and well... all over the globe. *** Of course, the big aviation websites like those from AOPA, EAA, AvWeb, ANN, and many others have even larger numbers of visitors but they often include aviators interested in working or business aircraft. Instead, we offer the sporting community of aviators a concentrated package: all fun flying and no business or transport aircraft content. *** We enjoy what we do here at ByDanJohnson.com and we hope it shows. We're lucky to have top-notch contributors that add depth. We CERTAINLY appreciate your regular, growing visits and we promise to work hard every single day to keep providing the news, videos, and other information you seek. Thanks so much for clicking by for a visit! C'mon back soon.

LSA News Wrap — Rotax-Icon-Tecnam-More

By Dan Johnson || August 31, 2012 Leave a Comment (Edit)

Sling flies over the busy LAX airport which most can recognize from its distinctive restaurant on stilts. Photo by Aaron Gautschi (website).

Finland's wood-structure Atol amphibian.

Tecnam Twin is flown in the opening of the Paralympics by Lance Corporal Dave Rawlins (a British Army soldier recovering from injuries sustained in Afghanistan) and Tim Orchard, Tecnam's dealer for the UK, Ireland and Iceland.

Another busy week finished a very active August that has seen high readership... for which we sincerely thank you. Following are some brief news stories in the LSA space. *** ROTAX "EMERGENCY AD?" Aviation media was all over the Rotax "Emergency AD" story, but is that entirely accurate? Aren't LSA subject to manufacturer-issued SBs or Service Bulletins rather than Airworthiness Directives, which are normally issued by FAA for certified aircraft? Well, "yes," said Rotax expert Phil Lockwood. He explained that the matter in question — some fuel lines that need to be replaced — was a result of a vendor change bringing some incorrect components. "Rotax issued a Service Bulletin last spring on this subject," Phil added. The so-called "emergency AD" was triggered by an EASA issuance primarily for certified Rotax engines in Europe. Rotax BRP is a very careful company that is quick to correct problems and this was something of delayed reaction that again appears to show the certified world may not respond as quickly as the LSA sector. *** WILLFORD'S EDUCATIONAL THORP He's known for his leadership of the ASTM committee and more widely as the lead designer of Cessna's Skycatcher, but Neal Willford has been busy on another project in his spare time. He reported, "After 10 years of on and off building effort, I finally finished my Thorp Skyscooter and I made the first flight [August 28th]. The flight went well, and took place at Stearman Field in Benton, Kansas, a great small airport near Wichita." Neal continued, "The FAA allows amateur aircraft building for 'educational or recreation' purposes. I would have to agree that it was quite an education — from airframe to systems to electrical, etc. — an education that helped me leading the Cessna Light-Sport Proof of Concept and Skycatcher development programs. I am glad we have that privilege in this country." He concluded, and you can see the smile for yourself, "Anyway, it is nice to have finally finished it and now have the opportunity to fly it instead of just working on it!" Go, Neal! *** LSA ABOVE AIRLINERS I'm hard at work on a pilot report as one a few journalists that got to fly one of the newest of all Light-Sport Aircraft, the South African Sling. That airplane distinguished itself by bravely going for a west-to-east round-the-world flight shortly after completing its test series. Sling is also part of a coming family of aircraft, two seats, four seats, and more. In the nearby photo by Aaron Gautschi, Slng is flown over the main Los Angeles airport by Matt Liknaitzky and Ryan Ruel. A north-south VFR corridor goes perhaps counterintuitively but wisely right over the busy airfield, so, yes, this was a legal flight. *** EXEMPTION REQUEST ACTIONS As most ByDanJohnson.com readers know, Icon Aircraft requested a higher weight exemption to 1,680 pounds. FAA recently announced that a decision about the exemption request will have to wait until the end of 2012. AOPA writer Al Marsh wrote, "Icon seeks that this exemption allow the increased gross-weight Icon A5 to be flown by Sport Pilot [certificate holders] and maintained by LSA repairman like any other SLSA." Al also noted that I-Tec, which recently obtained an exemption to operate at 1,430 pounds, was limited to operation only by Private ticket holders. The company has more recently asked the FAA to allow Sport Pilots to fly the Maverick at the higher weight of 1,430 pounds. Thankfully, along with Cessna (which is moving to Primary Category), neither company wants leave out the easiest-to-get Sport Pilot certificate. *** NEW LSA AMPHIBIANS Recently I got an information request call from a Florida business that is working toward a new LSA amphibian. The company, which preferred not to be identified yet, has strong credentials in the world of Experimental Amateur-Built kits and is taking aim at the seaplane segment. They aren't the only ones. A company in Finland has been flying their wood-structure Atol for 20 years and according to a representative, "We are also seeking approval to market our LSA in the USA soon." They believe, "Our project should be interesting to customers who are seeking a modern and reasonably priced amphibian." Likewise, the already-popular SeaRey is also closing on its work to declare compliance for its first SLSA model. Apparently, we'll have no shortage of LSA seaplanes and how could that possibly be a bad thing? *** OPENING ACT Though Tecnam's Twin isn't a Light-Sport, it is a derivative of the breed. And it made quite a sensation at the opening of the Paralympics in London. A specially tricked out Twin featured blue LED strip lights on the fuselage and sparkling pyrotechnics on the wing tips to create a stunning night flight visual. You'll see it pop up in all sorts of media outlets I predict and good for Tecnam. The glowing Twin was flown by a disabled soldier who won his license thanks to support from UK-based charity Aerobility that has since 1993 helped disabled people learn to fly. Though Tecnam's Twin may not be an LSA, this company has more models than almost any other Light-Sport producer (Tecnam is tied with Pipistrel at five SLSA models).

Another busy week finished a very active August that has seen high readership… for which we sincerely thank you. Following are some brief news stories in the LSA space. *** ROTAX “EMERGENCY AD?” Aviation media was all over the Rotax “Emergency AD” story, but is that entirely accurate? Aren’t LSA subject to manufacturer-issued SBs or Service Bulletins rather than Airworthiness Directives, which are normally issued by FAA for certified aircraft? Well, “yes,” said Rotax expert Phil Lockwood. He explained that the matter in question — some fuel lines that need to be replaced — was a result of a vendor change bringing some incorrect components. “Rotax issued a Service Bulletin last spring on this subject,” Phil added. The so-called “emergency AD” was triggered by an EASA issuance primarily for certified Rotax engines in Europe. Rotax BRP is a very careful company that is quick to correct problems and this was something of delayed reaction that again appears to show the certified world may not respond as quickly as the LSA sector.

Remarkably Priced, Fully Built, & Powerful CH-750

By Dan Johnson || August 23, 2012 Leave a Comment (Edit)

CH 750 in flight with British aviation writer Dave Unwin in the pilot's seat and Zenith factory expert Roger Dubbert in the right.

Affectionately known as the "Sky Jeep," CH 750 offers Short Takeoff and Landing (STOL) performance.

Tenn-Air plans to show its first production STOL CH 750 LSA at the upcoming 20th anniversary Zenith Aircraft Company Open Hangar Day on September 22, 2012.

Lucky me... testing the wide-body 750 at Zenith Aircraft in Mexico, Missouri.

Some say LSA are too expensive. With some topping $200,000 (or even more), that rings true... in some cases. Yet more budget-friendly models are available and Oshkosh 2012 unveiled another. Now Zenith Aircraft's kit STOL CH 750 is available as a fully-built LSA. The price? A bargain $74,900, an intro price, admittedly, but regularly it'll still be only $84,900. By any measure, that's a good deal. Take the intro price back to when LSA was announced in summer of 2004 and the figure would be barely over $60,000, just as most expected then. *** The new manufacturer is Tenn-Air run by Pete Krotje (already active with Jabiru and Arion) who licensed the design rights from Zenair Ltd., to produce the all-metal high-wing as a SLSA. The updated 750 offers a much larger cabin compared to the still-produced 701. It is powered by the 120-hp six-cylinder Jabiru 3300 engine, has a EIS engine monitor system, Garmin SL-40 comm radio, intercom, Sensenich prop, basic flight instruments, and 6x6 tires at the low introductory price though you can spend a bit more for full glass panel displays. Deliveries are available for November 2012 and a $2,000 deposit starts the action. *** Shelbyville, Tennessee-based Tenn-Air buys 750 kits from Zenith Aircraft and — taking good advantage of the match-hole CNC production — assembles the kits to LSA standards. The 750 was introduced in 2009 to bring increased cabin width and broad visibility to the Sky Jeep, as its owners often call the model. *** "We offer kits that are easy and quick by all measures," said Zenith, but they realize many pilots prefer to be flying rather than building. "We're pleased that our STOL CH 750 will be available at a very reasonable price as a factory-assembled aircraft," stated Sebastien Heintz, owner of Zenith Aircraft Company. He noted that AMD of Georgia previously manufactured a significantly more expensive SLSA version of the aircraft with a Continental O-200 engine, but ceased operations a number of years ago. *** STOL CH 750 is optimized for off-airport operations and short take-offs and landings utilizing fixed wing leading edge slats and other high-lift design features. My own experience flying the model at Zenith's facility last summer proves take-off roll can be just 100 feet yet I observed cruise at around 100 mph. Stall speed in the low thirties. *** Sitting level on standard steerable tricycle gear, I found entry and exit easy and 750's cabin is roomy thanks partly to large bubble doors. Other new features include available adjustable seats and a raised cabin for more head room. *** So, if you've been one of those lamenting the high cost of LSA, well, you have a few other worthy choices, but TennAir brings a new one.

Some say LSA are too expensive. With some topping $200,000 (or even more), that rings true… in some cases. Yet more budget-friendly models are available and Oshkosh 2012 unveiled another. Now Zenith Aircraft‘s kit STOL CH 750 is available as a fully-built LSA. The price? A bargain $74,900, an intro price, admittedly, but regularly it’ll still be only $84,900. By any measure, that’s a good deal. Take the intro price back to when LSA was announced in summer of 2004 and the figure would be barely over $60,000, just as most expected then. *** The new manufacturer is Tenn-Air run by Pete Krotje (already active with Jabiru and Arion) who licensed the design rights from Zenair Ltd., to produce the all-metal high-wing as a SLSA. The updated 750 offers a much larger cabin compared to the still-produced 701. It is powered by the 120-hp six-cylinder Jabiru 3300 engine, has a EIS engine monitor system, Garmin SL-40 comm radio, intercom, Sensenich prop, basic flight instruments, and 6×6 tires at the low introductory price though you can spend a bit more for full glass panel displays.

Pipistrel Able to Deliver Customer LSA Again

By Dan Johnson || August 23, 2012 Leave a Comment (Edit)

Pipistrel has been grounded while FAA determined where the aircraft are manufactured.

Pipistrel aircraft can now joyfully take to American skies once again.

Two days ago, Aero-News Network was first to break a news story ("Stupid Fed Trix") about FAA blocking Pipistrel from the ability to get Airworthiness Certificates for aircraft awaiting customer delivery. The problem was not a new model FAA had never seen. It was for models already in the country and flying with typical LSA approval. The problem? FAA didn't seem sure where those LSA were made and in the arcane world of federal government approval, a LSA cannot be built in a country where FAA does not have an understanding with local aviation authorities called the Bilateral Safety Agreement (BSA). Bored yet? *** Maybe... but if you were one of the customers who paid for an aircraft that you could not fly, you wouldn't be bored. You'd be mighty unhappy. You paid for it. The aircraft has no problems except for the BSA issue (which cannot make an existing aircraft any safer). Your plane is in country. Yet it sits, ground-bound. *** Fortunately, the news got better and this may be almost entirely due to media shining a bright light on the subject. While we all grouse about media of all kinds distorting the facts, showing a bias, or other stupid "trix" of their own, media has a role in society and this story shows it clearly. Kudos to ANN editor Jim Campbell for flicking on the big searchlight. *** At the close of business yesterday FAA issued the following statement, which we only edited to show the correct spelling of Pipistrel: "Earlier this year, Pipistrel's Italian-based light-sport aircraft subsidiary submitted an application to the FAA for special LSA airworthiness certification on a Taurus 503 motor glider. The FAA wanted to ensure that the application included sufficient proof the aircraft were built in Italy. We now believe we have sufficient evidence that the aircraft are manufactured at the Italian facility. We will contact Mr. Coates of Pipistrel to resolve the remaining issues. In describing the various aspects of our inquiry, staff anecdotally indicated that the Pipistrel LSA s.r.l. facility was not visible on Google Earth, but that was not an official factor in considering the application." *** Now those Pipistrel owners will get some air under their wings and the Pipistrel dealers, importer, and factory can get back to business. I can hear the "Whew!" loud and clear.

Two days ago, Aero-News Network was first to break a news story (“Stupid Fed Trix”) about FAA blocking Pipistrel from the ability to get Airworthiness Certificates for aircraft awaiting customer delivery. The problem was not a new model FAA had never seen. It was for models already in the country and flying with typical LSA approval. The problem? FAA didn’t seem sure where those LSA were made and in the arcane world of federal government approval, a LSA cannot be built in a country where FAA does not have an understanding with local aviation authorities called the Bilateral Safety Agreement (BSA). Bored yet? *** Maybe… but if you were one of the customers who paid for an aircraft that you could not fly, you wouldn’t be bored. You’d be mighty unhappy. You paid for it. The aircraft has no problems except for the BSA issue (which cannot make an existing aircraft any safer).

Rotax Gains Approval for Fuel-Injected 912 iS

By Dan Johnson || August 23, 2012 Leave a Comment (Edit)

You cannot simply make good and safe airplanes, engines, or gear for Light-Sport Aircraft. You also have to secure ASTM approval, a process, by the way, FAA is continuing to check very closely. (More on that in another article.) *** One of our leading suppliers, Rotax BRP — producer of some 75% of all LSA powerplants — recently announced ASTM approval of their newest engine, the fuel-injected 912 iS. The company also reported EASA Type Certificate approval so the Austrian company is good to go for the USA and Europe. *** To help you better understand the new engine, we offer the following Q&A series compliments of Rotax guru, Eric Tucker. These were prepared for Sun 'n Fun 2012 at the engine's U.S. debut, but were probably missed by many readers. They have been lightly edited. Thanks to Eric! • How much does it weigh? "The total package at installation will be some 12 to 14 pounds over the 912 ULS due to the electronics systems and extra fuel pump (for redundancy)." • How much fuel can I save? "At 5,000 feet MSL and 5000 rpm, you find the best economy. In this condition compared to the 912 ULS, fuel consumption is some 20% better. The savings are even greater compared to competitor's engines." • What is the TBO (Time Before Overhaul)? "TBO is 2,000 hours, but with reduced maintenance requirements on the engine because of the injection." • Can I upgrade my existing 912 engine with the injection? "No, this is a new model engine in that more than 60% of the parts are different." • What is different in the electrical system? "The alternating current side of the charging system is almost double the output of the older models. For most aircraft this will eliminate any need for an auxiliary alternator." • Why is the engine painted black? "The coating on the crankcase, gearbox, and ignition housings allows for corrosion protection. In addition, it is painted inside the case to help oil flow." • Why are the oil fittings on the crankcase bottom different? "The new crankcase has a deeper 'keel' like a boat. This collects the oil better and optimizes the oil return." • Is the oil pump bigger? "Yes, the new pump has a larger capacity and more oil flow. It also has a better sealing system inside for less oil leak when in storage." • What type of instruments do I need to run the engine? "A new Engine Monitoring Unit (EMU) has been developed for the iS. This will read all the data points and display them for the pilot. The special nature of this device is that it will have full logging ability and will have a GPS interface internally for reading after flight. This display will work with all the special sensors on the engine." • Is anything different about the gearbox? "Essentially, no. However, the overload clutch is standard and on the iS, free play inside will be zero where on the 912 ULS, free play was 30 degrees." • What fuel can I use on this engine? "The iS can run Mogas of 91 octane or higher. E10 with the same octane rating is acceptable and so is Avgas 100LL." • Will Rotax BRP stop making the carburetor version? "No, the iS is an addition to the line and not a replacement." With its new features and additional equipment, Rotax said the 912 iS costs about 17% more than the 912 with carburetor.

Electronic Circuit Breakers and Runway Seeker

By Dan Johnson || August 20, 2012 Leave a Comment (Edit)

Does the idea of electronic circuit breakers (ECB) make you yawn and look around for something more interesting? I understand, but this is truly a cool product. ECB developer Vertical Power also offers a related and extremely compelling product. After visiting with Marc Ausman at Sun 'n Fun, again at AirVenture 2012, and then with several LSA builders, I got over the yawn reflex and realized Vertical Power is a most progressive company, one that deserves additional attention. Update Note — This article has been updated after Vertical Power was acquired by Astronics and placed with a division named Ballard Technology. Please see note in red text below and click here to learn more about Vertical Power. First, the VP-X. This shiny red box is the third generation of ECBs. The first two depended on their own screen to show their benefits. The VP-X model now works with five major suppliers of EFIS avionics including Dynon, Garmin, MGL, GRT, and Advanced. That by itself should tell you something: these top EFIS builders see enough value to work with Ausman and his company so now, via your favorite avionics display, you can see electrical circuits by name, what device is connected, the trip point of the circuit breaker, current consumption, and various error alerts.

All that's great, and worthy based on my investigation. Yet that is stuff the airframe manufacturer must determine in the world of LSA. (In the Amateur Built world, the kit builder gets to, and has to, make these decisions; Vertical Power said they cannot afford to enter the high-cost world of Part 23 certification, so this remains EAB and LSA for now.) Some airframers have embraced the VP-X box capabilities. You can find the red smartbox on the CSA's SportCruiser, the new TAF Sling, World Aircraft's Spirit, Corbi's Alto 100, and surely more I haven't discovered yet. Among the cool things a builder or manufacturer can do with the VP-X is to place switches almost anywhere since they don't need to connect current to the switches; instead, thin wires merely send a signal to the VP-X to handle the power. Thus, joystick and overhead switches are easy to install. Using software VP-X can change lighting, adjust the trim, and even regulate flap positions. These VP-X capabilities allow Vertical Power's most impressive product. Update 11/6/14 — Vertical Power was acquired by Astronics and installed in the Ballard Technology division. Since this change, the Electronic Circuit Breaker and other interesting products have received upgrades. However, the Runway Seeker described below is not part of the assets taken over by Astronics. Please click here to learn more about this high-technology company. —DJ

The older iteration of the Vertical Power company developed a new panel gizmo called VP-400 "Runway Seeker." This thing is magical. Imagine being in an autopilot-equipped homebuilt or LSA and the pilot blacks out on you. What if you're not a pilot? If you have Runway Seeker, you have one button to push. Even if the engine quits, Runway Seeker will automatically fly to the closest, and best, runway placing the aircraft on short final. It could even bring your plane all the way to the ground. This action includes full energy management such as raising and lowering flaps automatically to achieve best glide. It shows you where you're going en route not simply to the closest runway but the one most likely to produce a good outcome (a longer runway at an airport with emergency services and maintenance). Thanks to Vertical Power's extensive collaboration with Austin Meyer of Laminar Research, developer of the X-Plane flight simulator, Runway Seeker can use X-Plane's global terrain database to negotiate obstacles in your flight path as it flies you to the runway.

I watched a demo of this entire scenario twice and came away terribly impressed. I'm a huge fan of airframe parachutes. Runway Seeker isn't a substitute for that equipment but certainly would be valuable in addition to the parachute. In my ideal world, I'd have a BRS and a Runway Seeker with VP-X controller. The product was sexy enough to draw new FAA administrator Michael Huerta to Vertical Power's booth at AirVenture 2012. Marc said Huerta loved the Runway Seeker and asked why this is not available on Type Certified airplanes? Mark responded that for $3 million or so, it could be but that his company can't justify the high cost. So, as is often the case, LSA and homebuilts get the more innovative equipment while TC'ed aircraft and airliners have yesteryear gear.

Does the idea of electronic circuit breakers (ECB) make you yawn and look around for something more interesting? I understand, but this is truly a cool product. ECB developer Vertical Power also offers a related and extremely compelling product. After visiting with Marc Ausman at Sun ‘n Fun, again at AirVenture 2012, and then with several LSA builders, I got over the yawn reflex and realized Vertical Power is a most progressive company, one that deserves additional attention. Update Note — This article has been updated after Vertical Power was acquired by Astronics and placed with a division named Ballard Technology. Please see note in red text below and click here to learn more about Vertical Power. First, the VP-X. This shiny red box is the third generation of ECBs. The first two depended on their own screen to show their benefits. The VP-X model now works with five major suppliers of EFIS avionics including Dynon, Garmin, MGL, GRT, and Advanced.

LSA & Lightplane Highlights at Oshkosh 2012

By Dan Johnson || August 20, 2012 Leave a Comment (Edit)

A most unusual critter appeared at the Oshkosh Arch, the electric eVolo helicopter with 18 electric engines (yes, it hovers!).

I got to sample cabin comfort in the dreamy Lisa Akoya. photo by UltralightNews

Randall Fishman's 4th Generation electric airplane. The ULS is also Part 103 legal.

Terry Raber's Aerolite 103 is still available for $15,000 ready to fly and nicely equipped! photo by UltralightNews

Quicksilver Aeronautics has new business-like owners and we interviewed them. photo by Randee Laskewitz

Pipistrel reported selling several aircraft, focused on this great-bargain Alpha model that earned SLSA approval while at the show.

B.O.T. Aircraft now produces the Speed Cruiser, with 60 improvements on an earlier model, the Bilsam Sky Cruiser.

We talked to several developers of aircraft using the Rotax 912 iS fuel-injected engine, such as this curvy Arrow Copter gyroplane. photo by Randee Laskewitz

Minnesota's Ion Aircraft boasted of their new U-tail configuration.

A little humor at the event was likely often photographed... clever.

The Goodyear blimp was an example of lightened spirits at Oshkosh 2012. photo by Randee Laskewitz

In the near future, we'll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy! CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here's a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we'll post that as soon as possible. (In the near future, we'll feature a brief review of Primary Category versus LSA.) AHOY, AKOYA! Lisa gave a first-ever U.S. showing of their dreamy Akoya seaplane. I got to climb inside it to discover that the example at Oshkosh was the one and only flying prototype. If they can build a test article this pretty, I can't wait to see the final version. With its sea wings — front and back I discovered — Akoya spurns the usual chine-edged hull for a smoothly rounded fuselage. Videos show the unusual configuration is quite effective. They invited me to come fly and see for myself and I'll try that in early 2013. ELECTRIC AIRWAYS Randall Fishman of Electric Aircraft showed his superb ULS, a sleek single place ultralight-style motorglider that can make Part 103, he says. At $59,000, this is the most expensive Part 103 ultralight vehicle ever but it is also by far the most sophisticated. The soaring crowd will see that price tag as an incredible bargain and I expect he'll sell a few. I hope I didn't drool on it when I shot photos; it is gorgeous and represents his fourth generation all-electric aircraft. In another corner of the Lightplane area was last year's electric charmer, the eLazair, returning with even better hardware that allows an hour flight after a one hour charge! Now they plan to supply all the drive components where last year they said it was just an example to demonstrate electric flight. HAPPY BIRTHDAY, PART 103! Speaking of Part 103, aviation's most free segment celebrated its 30th anniversary, slightly before the official September date. If you thought the category went away, the truth is you drifted not the aircraft. Several examples are available as brand-new aircraft and one reason you may have felt it disappeared is because serious accidents, fatalities in particular, are very rare. Let's review: you still need no pilot license (none!), no N-number, no airworthiness certificate, no medical, and you can buy one ready-to-fly. In our heavily-regulated society — aviation most definitely included — this near-total freedom is simply remarkable. Every line of the regulations for this charming class of airplanes can be printed on the front and back of a single page of standard office paper. A standout example is the Aerolite 103, selling nicely equipped (electric starting, flaps, brakes, partial enclosure, and more) for $15,000 factory-built and ready-to-fly. QUICKSILVER RISING Quicksilver, now called Quicksilver Aeronautics, made a splashy return with displays in the Lightplane area as well as the LSA Mall. The company announced plans to pursue Special LSA status (and ELSA) while retaining kits as Experimental Amateur Built. They're already well underway with the work and we might see a new SLSA by Sebring if all goes well. It's also worth noting this company was the very first to earn FAA approval for their GT 500 two seater as a Primary Aircraft... way back in 1993. Their U.S. sales boss, Todd Ellefson took the chance in a press conference to welcome Cessna to their exclusive club (currently also including Rans and their S-7 Courier). SHOW SUCCESS Pipistrel had a spectacular show reporting 10 paid orders -- the "best Oshkosh ever," they said -- split about half for their new $89,000 Alpha (including freight and prep) plus selected other models from their wide line. The Slovenian company with production facilities in Italy has already delivered 10 of the just-finished Alpha Trainer models and goes home flush with new orders. At Oshkosh, the company was able to resolve some questions and earned airworthiness certificates for the new model, making it #126 on our SLSA List. While I didn't ask all companies, I know Flight Design logged several sales and so did Evektor. Though plenty of exhibit spaces were empty around the grounds — and even more unbelievably inside the four giant halls — many companies were upbeat about the quality of visitors and felt they gathered many good leads. SKY ARROW IS BACK! New Sky Arrow producer, Magnaghi Aeronautica, brought their first production example as they rev up the assembly line. This company took over from the now-bankrupt developer and is blending this manufacturing in with their substantial aerospace business. Importer Jon Hansen was all smiles as folks recognized the return of a great flying LSA (that also has Part 23 approval, by the way!). As a very important side note, Sky Arrow has helped more of Able Flight disabled scholarship winners earn their Sport Pilot wings than any other model. ADS-B ANYONE? Dynon showed their new ADS-B box for just $995. Way down from what we once though might be $20,000 per aircraft, the avionics leader offers a remotely-mounted device that interacts with their gorgeous SkyView glass screens and provides airborne traffic and subscription-free weather. Other companies also offered low-cost ADS-B solutions including a portable, panel-top Garmin ADS-B as did Dual Electronics. Grand Rapids also announced a unit so ADS-B, previously affordable only by bizjet owners, is now available for everyman pilots. SPEED CRUISIN' Doc Baily and Reiner Tauren gave Oshkosh attendees their first look at the B.O.T. Aircraft Speed Cruiser. Reiner took this project over from the original designer, made some 60 improvements big and small and was testing the market for yet another LSA model. (FAA officials and I compared notes and we see another 30-40 models in various stages of development!) Speed Cruiser is not yet approved under the ASTM standards but work is underway. REACH FOR THE SKY SkyReach showed their new BushCat, another super value LSA for less than $60,000, decked out in a striking zebra graphic scheme. The company has taken over from Rainbow Aircraft and will continue selling the even-less-expensive Cheetah. This company offers LSA bargains that some folks believe aren't available. LAW ENFORCERS We saw at least three examples of working LSA in the sense of law enforcement usage (the only commercial use permitted beyond flight instruction and rental and only possible for exempt public-service organizations like police or border patrols, etc.). Flight Design's CTLS has been shown before with wing mounted cameras, but we also saw high-tech installations on Tecnam Eaglet and the World Aircraft Sentinal, the latter with a completely different approach from Near Earth Observation Systems, Ltd (NEOS) that represents terrific capability at bargain prices. 912 iS SIGHTINGS Americans got their first view of the slick Arrow Copter gyroplane at the Rotax BRP display. Along with the twin-engined AirCam and another example in the Pipistrel display, this European gyroplane featured the new 912 iS fuel-injected engine that is generating many orders. Rotax boss Christian Mundigler reported shipping nearly 200 of the new powerplants just since the spring launch. MAINLINE ATTENTION GA mainstays, Sensenich props and Wipline floats both announced LSA products in a continuing endorsement of the importance of the new aviation category. It was just eight years ago at Oshkosh that FAA announced the Sport Pilot/Light-Sport Aircraft rules and the industry has since output close to 3,000 aircraft in a dizzying 126 models from 89 manufacturers. INTRODUCING ION To most eyes, the Ion Aircraft being developed in Saint Paul, Minnesota looked like a new appearance but "a, not the" Steve Martin and his partner Steve Schultz report work on a second flying prototype. If all goes well they expect to enter production, soon, though they may run into the FAA first article inspection machinery (see below). The airplane has a unusual "U-tail" they call it, and they see some advantages. DIGITAL CIRCUIT BREAKERS? Vertical Power patiently explained their electronic circuit breaker concept to me... again, and I get it now. A few producers (World Aircraft, The Airplane Factory, SportCruiser, and more) are using their VPX box now to simplify their cockpits while adding capabilities and versatility. After routing most electric system through the behind-the-panel device, other systems can employ the greater control. As if to prove the point convincingly, Vertical Power teamed up with X-Plane developer Austin Meyer to create the "Runway Seeker," a clever system that can fly an airplane with a failed powerplant to a safe runway, actually guiding the homebuilt or LSA to a point near final approach. Runway Seeker will adjust flaps and flying speed to optimize a safe engine-out landing at the most appropriate airfield. Much as I believe in airframe parachutes (and Runway Seeker doesn't change my mind), developer Marc Ausman has created a most useful escape system. He reports the spouses of airplane owners are very keen on it; it makes them feel safer flying in their family airplane. FAA WATCHING CLOSER FAA is increasing their visitation of LSA producers operating under ASTM acceptance. The agency plans to visit all active producers. But a newer directive is to be released perhaps in September for FAA to perform compliance verifications before any new LSA model can gain an airworthiness certificate. Such first article inspections will bump back the list of companies to be audited. THE WEEK THAT WAS Taken as a whole, the reports from sellers were positive, more upbeat than last year. Many commented on the empty exhibit spaces even as they said the buyers were better qualified, so quantity isn't everything. Safety at the show was also worth a smile. We love going to these shows and we really love going home afterward. The 12-hour outdoor days are intense but we wouldn't miss Oshkosh for the world. Watch for more in-depth coverage to follow.

In the near future, we’ll present fuller stories of some of the following short bits from Oshkosh 2012. With UltralightMews, we shot videos on most of the following, too, so watch for those as we can post them. Enjoy! CESSNA & PRIMARY CATEGORY Early on in the week, Cessna announced they would transition their LSA Skycatcher to Primary Aircraft status. That requires a Type Certificate and FAA production approval but the Wichita giant can do this handily even if will add some cost. More on in a later article. However, here’s a way Cessna can recapture some 80 orders from Europeans cancelled earlier this year. On a more fun note, it was a pleasure to meet all nine of their youthful ambassadors that worked in the Discover Flying Challenge program. We shot a video featuring each participant and we’ll post that as soon as possible. (In the near future, we’ll feature a brief review of Primary Category versus LSA.) AHOY, AKOYA!

Quick LSA Review of What’s Expected at Oshkosh

By Dan Johnson || August 16, 2012 Leave a Comment (Edit)

The much-anticipated Lisa Akoya.

Quicksilver Aeronautics has SLSA plans to reveal at Oshkosh. photo by James Lawrence

Pipistrel's manufacturing team poses with their new Alpha trainer.

Able Flight will award Sport Pilot wings to their scholarship participants. Pictured (L-R): Wesley Major, Jason Jernigan, Matt Sponaugle, Tyrell Rhodes, Devon Radloff and Steven Scott.

Dual Electronics will join Garmin and Dynon among other companies with new ADS-B devices (see article for more info).

I have several targets on my radar for follow-up at the big show that starts July 23rd. Here's a beforehand review; details will follow. |||| *** LSA seaplanes will generate plenty of interest, I think, with Icon's latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices... and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You'll be able to see both sets of floats in the LSA Mall. While you're in the LSA Mall, you can check out AMT's air conditioning for LSA plus the Belgium D Motor. *** Since I mentioned powerplants and Zenith, I'm reminded that the Mexico, Missouri powerhouse kit producer will have an "engine day" at their space in the kit aircraft area of Oshkosh. This company supports the use of many engines that their builders like so "engine day" should be quite educational. *** Lycoming continues to make steady inroads into Light-Sport Aircraft and we'll be looking over more LSA installations of their O-233. Plus, Rotax BRP will again have their enlarged display where you can ask all manner of questions about the new fuel-injected 912 iS. You may want to check out the AirCam that has one each of the 912 series installed. *** Returning to floats... Wipaire, the big float developer and manufacturer at my former home airport in South St. Paul, Minnesota will hold a press conference about a "new LSA product." Given their expertise I expect the company to show a set of LSA floats. As just noted, LSA buyers already have alluring choices, but Wipaire is a highly credible producer so I'll be watching them closely. Get ready for water flying! *** Ultralight giant, well truthfully, lightplane giant, Quicksilver is about to burst on the scene in a new way thanks to new ownership. The company, now called Quicksilver Aeronautics, will discuss their SLSA ambitions at a Friday press conference and new displays in the Lightplane area as well as the LSA Mall. Speaking of the latter it looks to be nearly full again so stop on by for a glance at the best of the LSA breed (near the forum buildings; see it on EAA grounds map or the Sportys app). *** Pipistrel is one of those hard-running companies (photo) that seems to put out model after model. We'll hope to see their new Alpha if FAA was willing to grant them an airworthiness certificate. (Don't get me started on that; I'll save a more detailed discussion to follow some conversations at Oshkosh.) But I'll swing by with UltralightNews to see what Pipistrel exhibits. With production facilities in Slovenia and Italy, the company has already delivered 10 of the just-finished Alpha trainer. *** Another always-in-motion outfit is non-profit Able Flight, which uses scholarships to help disabled folks learn to fly. They'll be awarding wings to several new Sport Pilots at a ceremony in the main Phillips 66 Plaza. Director Charles Stites presents very professionally and is supported by major sponsors, which now includes Sennheiser, the full-line headset maker (that also helps support this website). *** Alphabet Gobbledegook Update: ADS-B means Automatic Dependent Surveillance-Broadcast and it will replace radar as the main hardware for controlling airspace. It's part of FAA much-delayed NextGen program... and it's coming to LSA, thankfully at fairly reasonable prices. Dynon announced its own box for $995 a remotely-mounted device that provides traffic and subscription-free weather for display on the SkyView. *** Garmin has introduced a suite of certified and portable ADS-B solutions but LSA owners will focus on the portable GDL 39, which combines a dual-link ADS-B receiver and a GPS receiver into a single product that streams ADS-B traffic and subscription-free weather information to popular Garmin aviation portable GPS units (example: aera) or the Garmin Pilot app on an iPad, iPhone or Android device for $799. Newer Garmin devices get this via Bluetooth; older models via cable. *** Dual Aviation will be showing its new ADS-B Weather & Traffic Receiver for use with the Apple and Android tablets. Their "coming soon" XGPS170 is expected to be a modest cost device as the company sells all sorts of electronic gear. All three products from LSA-friendly suppliers bring the once-sky-high price of ADS within reach of more modest budgets. *** As I wrote recently, I'll be very anxious to see the Just Aircraft model with the long gear legs and dual segment automatic slats. It'll be flying in the Lightplane (formerly Ultralight) area and no doubt I'll uncover more cool aircraft or flying gear in that charming area of the big event.

I have several targets on my radar for follow-up at the big show that starts July 23rd. Here’s a beforehand review; details will follow. |||| *** LSA seaplanes will generate plenty of interest, I think, with Icon‘s latest announcements and the dreamy new Lisa Akoya (photo). Both are superslick but not to be outdone by the SeaRey, which already has nearly 600 flying. SeaRey builder Progressive Aerodyne is hard at work on SLSA status. Adding the SeaMax into the mix, LSA seaplane enthusiasts have lots of great choices… and then come the floats for other planes. Lotus is back and Zenith is a trusted supplier of many years. You’ll be able to see both sets of floats in the LSA Mall. While you’re in the LSA Mall, you can check out AMT’s air conditioning for LSA plus the Belgium D Motor.

Discussion: LSA – Primary Category – Part 23

By Dan Johnson || August 12, 2012 Leave a Comment (Edit)

Icon Aircraft has requested a weight exemption for their A5 amphibian. What does this mean?

Cessna elected to go Primary Category with the Skycatcher. What are the implications?

Quicksilver Aeronautics (as it's now called) was the very first to win Primary Category approval for its GT500, way back in 1993. The company will now add SLSA and ELSA status to Experimental Amateur Built, thereby covering every possible method of FAA approval.

Rans also gained Primary Category approval for its S-7 Courier in addition to SLSA and EAB methods. They report $1.4 million to certify as Primary; can they charge enough to cover this?

Since AirVenture 2012, I've been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to "certificate" a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types. • The cost of Primary Category has been similarly estimated at about $1 million, but understand all these figures are just discussion, not fully informed values. • And a major organization has estimated the cost of Part 23 certification to be valued at $50 million, however, that figure reportedly includes the cost of designing and testing... so certification cost alone might be perhaps half, or $25 million. It's challenging to be certain of the total cost of certification as some expenses will be comingled or "burdened" by non-certification tasks. But in round numbers and just for discussion certification costs might be $150,000 for an LSA, $1 million for a Primary, and $25 million (or so) for Part 23. Even if the numbers are off by a wide margin, the differences are huge and you don't have to be an economist to see how this affects the retail price of airplanes. *** INNOVATION A smart, motivated small producer might come up with an innovative new LSA and achieve it for a fairly modest investment, perhaps $250,000 to design and "certify" to ASTM standards, though costs might be higher for a more complex aircraft or less for one of the simpler categories of LSA. In contrast, just to gain FAA approval for a new GA-type airplane might cost $25 million... 100 times more than doing it all for a LSA! This enormous disparity explains how designers can create 126 new SLSA in seven years and why so few type certificated airplanes have come to market in recent decades. The incredible flowering of LSA designs has been one of the sector's most impressive achievements. *** COMPANY GOALS Cessna has said it will go Primary and most experts believe this is mainly to get into the European market without waiting five or more years for EASA to establish clear rules. However, Cessna has said it will remain Sport Pilot eligible in the USA, meaning a Sport Pilot certificate holder can fly it, meaning it can't weigh more than 1,320 pounds. Therefore adding weight to the Skycatcher isn't presently in the cards... apparently. *** EXEMPTIONS Icon has requested a higher weight exemption. Absent such an exemption, a Sport Pilot might not be able to fly the A5 because its designers want to provide features that could cause the design to exceed LSA weight parameters. If the exemption isn't granted by FAA, would Icon go Primary to solve this dilemma? Ah, one more detail emerges. *** A Primary Category Skycatcher or A5 could be flown without a medical if the EAA/AOPA third class medical exemption is granted. An aircraft heavier than LSA parameters would still require a Recreational or Private pilot license but possibly not a medical. Would this meet the goals of either Cessna or Icon? Both companies state the more easily achieved Sport Pilot certificate factors significantly into their plans. *** PERFORMANCE One more thing: Should Icon be granted their weight exemption (to 1,680 pounds) and if they stick with the Rotax engine, will the 100-hp 912 iS give the plane enough power to meet their design goals? Some are convinced 100 horsepower isn't enough, but others observe that the Diamond Katana with a 100-hp Rotax flies satisfactorily at about the same weight although it is a cleaner airplane. *** Again, I repeat, the preceding is merely a discussion, but one with many plot twists. It will certainly be interesting to watch how FAA rules on either exemption mentioned above and how companies and organizations pursue their goals. More importantly, how will the market (that is, you pilots) demand each kind of certification? Only time will tell.

Since AirVenture 2012, I’ve been part of several discussions about the way — and reasons why — aircraft become certified. Sound boring? Yes and no. One way this might get your interest is to consider if Icon could join Cessna in going Primary Category instead of LSA. Disclaimer: I have no info about any such decision from Icon; this is merely a discussion. Perhaps even more to the point is the price of airplanes based on their certification cost. *** COST Some informed estimates from knowledgeable persons suggests the cost of taking a fully designed, tested, and otherwise ready LSA through the full process of ASTM approval including the manufacturing process may be the cost of one airplane at retail. In other words, it might cost $125-150,000 to “certificate” a new LSA, after all design work and testing has been done. A weight shift trike might cost $80,000 as ASTM standards are somewhat simpler for those aircraft types.

Cirrus Returning to LSA? Well, Yes… for Icon

By Dan Johnson || August 7, 2012 Leave a Comment (Edit)

Cirrus and Icon partner. This is getting interesting.

Icon will obtain parts from Cirrus and assemble them in their Tehachapi, California facility.

Icon and Cirrus both chose airframe parachutes. Cirrus made quite a name for itself with the choice.

Cirrus' once-and-never Light-Sport Aircraft, the SRS, was modeled on FK Lightplanes' FK14 Polaris.

Icon Aircraft and Cirrus Aircraft announced a deal for the general aviation composite aircraft producer to build parts of the Icon A5 and the news introduced dates for the A5 to come to market. *** Several years ago I traveled to Cirrus' Duluth, Minnesota plant in the company of the Icon top leaders, including CEO Kirk Hawkins. In those days, Cirrus was seeking info to make decisions about their since-dropped LSA project called the SRS (photo). The Icon fellows were obviously impressed and the trip subsequently paid off. *** "Cirrus has a global reputation for producing truly outstanding composite aircraft structures," said Hawkins. "Their extensive experience, specifically in composite sandwich-production techniques, makes them an ideal production partner for Icon." Cirrus has built more than 4,000 of its SR models. Returning the admiration, Cirrus CEO Dale Klapmeier said, "The Icon A5 is certainly the most innovative LSA on the market." He added, "We believe that Light-Sport Aircraft and Sport Pilots are critically important to the growth and future of aviation." *** Like most airframe makers these days, Cirrus may not be using all its capacity. On the other hand, Icon needs to rev up its engine of production. The partnership may address both needs and answer questions. Plenty of attendees to AirVenture 2012 were asking why it's taking the California company so long to enter production. *** Though Cirrus has Chinese ownership (an amazingly common statement of late), all the components produced by Cirrus for Icon will be fabricated at the company's Grand Forks, North Dakota facility. Icon will then do integration and final assembly, finishing, and testing at its operation in Tehachapi California where their engineering staff has been quartered for several years. *** According to an AvWeb report by Mary Grady, Icon expects the effort to produce about 50 airframes in the first 12 months, and about 250 to 300 in the second 12 months, per Icon's Amy Julian. Icon reports more than 850 deposits for the A5. And, according to AOPA's Al Marsh composite component production is set to begin at the end of 2012, with the first production aircraft scheduled to be completed in the summer of 2013. *** One delay could involve Icon's request for an exemption to bump up the weight from the present 1,430-pound limit for seaplane LSA by 250 pounds to 1,680 pounds (almost the weight of a Cessna 152, by the way). The weight allowance is intended to cover Icon's spin resistant airframe design plus other safety features. No word yet on when or if FAA will decide to offer the exemption. *** Following the article about Wipaire floats and Sensenich props entering the LSA market place, Cirrus's return adds yet another general aviation company continuing to focus on the light end of the aircraft spectrum. Interesting how things evolve.

Do LSA Encourage Youth to Consider Aviation?

By Dan Johnson || July 3, 2012 Leave a Comment (Edit)

Light-Sport Aircraft is a growing part of the service work at Guardian Aviation.

LSA Repairman skills plus a fresh AMT certificate lead to a full-time job for Tim Misegades.

It's not all wrenches; to get the AMT certificate meant hitting the books.

Kent Misegades is a regular writer for GA News and has helped here at ByDanJohnson.com. Recently he proudly told me of his son Tim's experience... a worthy story. |||| "My youngest son followed the usual route through high school and then into college, pursuing a degree in mechanical engineering at North Carolina State University just as I did in the late 1970s. Unlike his old man, Tim grew up around R/C models, homebuilt airplanes and boats, race cars, and whatever else I could manage to convince my loving wife of 30 years that her husband and two sons needed in our garage shop. *** "A natural stick-and-rudder pilot since he was very young, Tim also spent a great deal of time as a volunteer in my EAA and IAC chapters. When it became clear that his heart was not in engineering, I suggested he consider opportunities emerging in the relatively young SP/LSA community. Our research uncovered a LSA Repairman class being offered at the Blue Ridge Community College in the Shenandoah Valley of Virginia, not far from our home near Raleigh, NC. That was in the summer of 2009. *** "Not only did he complete the course with flying colors, but during one weekend he received his Phase One Rotax Repairman certificate, thanks to Dean Vogel of Aero Technical Institute who taught the class at the Blue Ridge College. A visit to Sebring, Florida the same fall resulted in Tim's earning his Phase Two Rotax certificate. As soon as he returned from his LSA classes, he sent an updated resumé to Tom Malechuk, owner of Guardian Aviation Services in Siler City, NC (5W8), where Tim had worked part-time in the past. Malechuk's reply came quick — he was offered a full-time job! *** "The shop liked his past work and had planned to offer their services to owners of LSA aircraft and Rotax engines, which were becoming part of their established general aviation business. Since then, Tim has worked under Tom's tutelage, gaining the experience and credentials needed to sit for the A&P exams. Since he lacked experience with turbines and complex systems not found on most GA aircraft, he attended a two-week prep course at the highly-regarded Baker's School of Aeronautics in Nashville, TN, where he took the exams recently, passing with high marks. *** "Tim returned home exhausted, but proud to be a full-fledged Aviation Maintenance Technician (AMT). Judging from the hundreds of job listings at the AMT recruiting company JSfirm, Tim's job outlook is quite bright. Many of his friends from high school are living back at home with their parents, a college diploma on the wall, and $40,000 in school debt." *** Can an interest in LSA lead to a job in aviation? Kent concludes, "Fact: the LSA Repairman rules allowed my son to get a taste of the AMT profession quickly and at low cost. This led to a full-time apprenticeship and now an A&P license that is recognized around the world. SP/LSA is not only about airplanes; it has enabled a young man to find a satisfying career and obtain financial independence at a very young age. Thanks from his grateful parents to all who have made this possible."

Kent Misegades is a regular writer for GA News and has helped here at ByDanJohnson.com. Recently he proudly told me of his son Tim’s experience… a worthy story. |||| “My youngest son followed the usual route through high school and then into college, pursuing a degree in mechanical engineering at North Carolina State University just as I did in the late 1970s. Unlike his old man, Tim grew up around R/C models, homebuilt airplanes and boats, race cars, and whatever else I could manage to convince my loving wife of 30 years that her husband and two sons needed in our garage shop. *** “A natural stick-and-rudder pilot since he was very young, Tim also spent a great deal of time as a volunteer in my EAA and IAC chapters. When it became clear that his heart was not in engineering, I suggested he consider opportunities emerging in the relatively young SP/LSA community.

FAA Clarifies Who Is a LSA Manufacturer

By Dan Johnson || June 28, 2012 Leave a Comment (Edit)

The Storch SLSA ran into the manufacturer definition problem head-on. Read the earlier post.

Manufacturer organization LAMA recently sent a letter detailing how industry should prepare for a FAA visit.

CubCrafters received a FAA "prototype audit" that reportedly went well.

Today, FAA issued its anticipated notice of policy that clarifies who can qualify as a manufacturer. You may wish to read the entire policy statement and, as government documents go, this one is fairly easy to read and comprehend. The agency also welcomes comments. *** Since this hit cyberspace, I have spent the better part of my day on the phone with reporters who scour websites and government agency postings for such material. A couple were mainstream reporters who really have no understanding of aviation, much less Light-Sport Aircraft. Some others, including a reporter for Bloomberg, follow aviation and understand FAA's policy rather well. Yet few of them live in the world of LSA like I do, so hours were spent explaining the basic concept. *** While the words in FAA's policy statement have threatening overtones, the reality is that industry was previously briefed. Earlier this month, LAMA, the Light Aircraft Manufacturers Association, sent out a letter telling the LSA producer community what to expect from a FAA visit to their facility... but again, LAMA was only reminding producers what they already know — or what they should already know. *** When a LSA manufacturer declares that they meet the ASTM standards, they sign a form FAA calls the 8130-15 (isn't this stuff fun?). That form gives FAA the right to visit and see all the documents and processes used by a manufacturer to build their LSA. Signing that form means a manufacturer claims to fully meet every line of the ASTM standards used to "certify" LSA. Meeting the ASTM standards means a producer agrees to perform an annual audit of themselves to be sure they have all the required documents and meet all the quality processes needed to repeatedly build an airworthy LSA. Missing a single document of the hundreds they should have means a manufacturer is technically not in compliance — though this does not necessarily mean they are not building a safe aircraft. *** One of the primary purposes of FAA's policy statement is to define more clearly who is and who is not a manufacturer. An importer that assembles a LSA from a shipping container is not a manufacturer, though some presented themselves that way. This does not change the aircraft but the importer does not meet FAA's definition of a manufacturer and that can affect how well they can support the aircraft from an ongoing safety standpoint. *** In all, as I told the reporter from Bloomberg, this is primarily an example of FAA tightening up on the industry's practices. It does not mean the aircraft they sold is unsafe, but it does mean they are not precisely following the rules and, later on, a customer buying that aircraft may not be well served regarding vital safety information (a major concern of FAA). It should be observed that operational safety is presently "acceptable," to use a term FAA officials have frequently stated. *** All this is why LAMA sent its letter and why LAMA offers independent (non-FAA) auditing services through its partnership with Embry Riddle Aeronautical University. Does the LSA industry have a big problem based on FAA's policy statement? The answer is no but the companies representing these aircraft need to show they fully meet the standards and can prove it. Plus, if a company says they are the manufacturer, they need to be able to prove that to FAA's satisfaction. I believe the better companies have little cause for concern, but all producers and their importers, if any, should review their paperwork and records carefully. Update 7/6/12 — To hear an update on this story, you can listen to this AvWeb podcast. —DJ

Sebring 2013 — “Innovation Meets Aviation”

By Dan Johnson || June 22, 2012 Leave a Comment (Edit)

Sebring's iconic vintage control tower near the center of action for the LSA Expo.

Sebring's new 2013 layout map. If you like, you can download a larger version.

Sebring attracts strong crowds, including 2012's record 16,000 attendees.

OK, even to me it seems rather early to be writing about Sebring 2013. (I'm a huge fan, having attended all eight Expos.) The event is months away and summer just arrived so why are we thinking about next winter? Truth be told, you don't get anywhere in the airshow biz without planning months, even years, in the future. So, to their credit, organizers of the Sebring U.S. Sport Aviation Expo — a mouthful most of us just abbreviate as "Sebring LSA Expo" — are laying plans for the ninth Expo well in advance. *** Today, those organizers, lead by last year's new boss, Jana Filip, sent out a new grounds layout. I'll be headed down to Sebring on Monday with FlightTime Radio entrepreneur Milford Shirley in his Cherokee for a meeting with the Sebring honchos and folks like Jacob Peed from Aviators Hot Line plus Bahamas guru and Breezer importer, MikeZ. One possible plan is for FlightTime Radio to broadcast from the show. That's cool but, as those late night infomercials love to say... "That's not all!" A number of other new features will be discussed and those of us not on the organizing committee will probably learn more about next year's plans. *** One thing I hope to hear more about is the new layout. But it's pretty clear this is a significant change and I like what I see. Let me point out some things that I could see on the full page version of the nearby layout. (1) Notice the diamond-shaped central area labeled "D." This is a new space for a presenting sponsor so if you want to literally be the center of attraction, better act soon. (2) The food court has a new location ("H") right smack in the center of things. The food vendors will probably love that but so will everyone attending as one thing always sells at shows: food. (3) The headliner AeroShell tent ("G") is also much more central. This is where we hold the opening night LAMA Dinner for LSA professionals along with other events like the volunteer dinner and more. It's also where folks go to eat in some shade and I like that it's in a central place rather than off to the side. I'll bet AeroShell likes it, too, and this rewards their generosity in making the big tent available for all to use freely. (4) The inside exhibit tents are now positioned left and right (or northwest/southeast) of the food court, another good relocation, IMHO. (5) Around these central locations are the many airplane vendors that comprise the best draw to the event. *** After I hear more, I'll keep updating ByDanJohnson.com visitors on the biggest and best established LSA Expo in the country. Last year set visitor records (reportedly 16,000 attendees) and I'm thinking 2013 will be even stronger. It wouldn't hurt to start thinking about your travel plans now. The dates are January 17-20. Next year's theme is, "Where Innovation Meets Aviation." I'm going! Are you?

OK, even to me it seems rather early to be writing about Sebring 2013. (I’m a huge fan, having attended all eight Expos.) The event is months away and summer just arrived so why are we thinking about next winter? Truth be told, you don’t get anywhere in the airshow biz without planning months, even years, in the future. So, to their credit, organizers of the Sebring U.S. Sport Aviation Expo — a mouthful most of us just abbreviate as “Sebring LSA Expo” — are laying plans for the ninth Expo well in advance. *** Today, those organizers, lead by last year’s new boss, Jana Filip, sent out a new grounds layout. I’ll be headed down to Sebring on Monday with FlightTime Radio entrepreneur Milford Shirley in his Cherokee for a meeting with the Sebring honchos and folks like Jacob Peed from Aviators Hot Line plus Bahamas guru and Breezer importer, MikeZ.