Dan Johnson, Author at ByDanJohnson.com

Two More SLSA Models Appear on Radar

By Dan Johnson || January 23, 2011 Leave a Comment (Edit)

Look carefully. Can you count the number of separate clear panels in the cockpit?

The all-terrain Storch has main gear with an unusually deep stroke.

Smoothly executed with CAD/CAM software and manufacturing Viper is built very conventionally.

With a 48-inch wide interior, Viper will fit even larger American occupants in comfort.

In multiple ways Sebring 2011 is starting off the aviation year in grand fashion. Crowds are strong through the first three days. The LAMA Dinner with special guest AOPA President Craig Fuller was a big hit to the standing-room-only crowd. Weather has been warm and accommodating — though poor conditions to the north prevented several airplanes from arriving on schedule. *** In my rounds with UltralightNews to shoot more LSA videos, we uncovered two new Special Light-Sport Aircraft models that were not previously on the SLSA List. I rushed to add them as I recently found out another FAA branch regularly uses our SLSA List — I was informed Aircraft Registration in Oklahoma uses this resource before issuing at least some new registrations so it's in a seller's best interest to be sure their models are on the List. *** Welcome to SLSA #113, the Cricket Aviation Storch. With fabrication in Columbia and final assembly and fitting in Deland Florida, here's a fascinating LSA replica of the famous original Storch that rescued Italian scoundrel Mussolini from a steep hillside during World War II. Several other efforts have brought this unique machine to U.S. shores before but none prior succeeded in winning approval under ASTM standards. Standing on its long legs and with many pieces of windscreen providing a marvelous view, the Storch is a unique animal in the LSA fleet. She may not be fast, but can deliver a kind of bush capability unlike anything we've seen. *** A new model you once had to go to Europe to see is the Viper SD-4 from Slovenia. It is now logged in the SLSA List as #114. The all-metal low wing has a broad cockpit well suited to Americans with conventional lines and construction materials. Viper's back swinging canopy affords huge visibility and from my few minutes in the cockpit the model appears to be focused on comfortable cross country flying. See Jim Lawrence's "Sebring Day 2" post below for a few specifications.

Irony in 2010 Market Share Report

By Dan Johnson || January 19, 2011 Leave a Comment (Edit)

You just have to marvel how a dynamic new industry unfolds. No matter your level of expertise — in or out of government, large or small private organization, or even as an individual guru — no one can exactly foretell the future of the grand experiment we call Light-Sport aviation. *** So, what's the irony? After all the years I've released the results of Jan Fridrich's laborious market share assessments using FAA data, one company has finally displaced perpetual #2 producer, American Legend. The star that rose is, of course, Piper, who not quite one year ago announced they would distribute the then-Sport Cruiser. That model (with its own winding tale) had done respectably well on its own and Piper's legacy brand brought an impressive growth spurt even during a very weak economy. Yet, even as Piper rose from 6th place last year to dislodge the Legend Cub producer, the Vero Beach outfit ended their relationship with Czech Sport Aircraft. Who could've predicted that... in less than one year's time? Many eyebrows were raised at the revelation. *** The news story continues to unfold with PiperSport/SportCruiser dealers forming an association to continue U.S. sales and service. I'll have more on that development after Sebring, which starts tomorrow. *** Meanwhile, Czech Sport Aircraft released news saying that they concur with the Piper statement that spoke to a difference in company philosophy, adding that CSA wishes "to continue to distribute CSA aircraft worldwide and does not want to focus on the US market only." CSA also reports that the name PiperSport will change to SuperCruiser. Update 2/6/11 — The name change won't happen, says U.S. Sport Aviation, the company taking over from Piper. They'll continue to represent the SportCruiser. —DJ *** In other noteworthy changes, Cessna has now risen to 13th from not being on the chart at the end of 2009. CubCrafters rose from 5th to 4th. As these changes occurred, Tecnam slipped from 3rd to 5th and Remos from 4th to 6th, both leading producers reflecting the challenges of a troubled economy. However, Aerotrek continued its deliberate but steady rise from 12th to 11th and TL Ultralight distributor SportairUSA rose from 10th to 9th (a technical position as it rose to tie AMD, which changed hands and is now known as Eastman Aircraft). *** SportairUSA started representing the Zlin model that it rebadged as the iCub. A related story is Jabiru USA and Arion. The latter has 11 registered SLSA joining a growing fleet of some 80 kits. Though legally organized as two companies, the sibling companies complement one another and if joined as one, have registered 108 SLSA, enough to allow them to join the exclusive "Century Club" of builders that have exceeded 100 units registered.

Piper Drops Czech Sport Aircraft and PiperSport

By Dan Johnson || January 12, 2011 Leave a Comment (Edit)

Flying into the sunset for the one-year-old relationship between Piper Aircraft and Czech Sport Aircraft.

Spokesperson Jackie Carlon announced the beginning of Piper's foray into Light-Sport Aircraft at Sebring 2010.

In stunning news just before the Sebring LSA Expo starts, Piper Aircraft announced they will be terminating their business relationship with Czech Sport Aircraft, the Czech republic-based manufacturer of the PiperSport (previously known as the SportCruiser from initial developer Czech Aircraft Works). *** "After a year working with Czech Sport Aircraft, Piper determined that it is in our company's best long-term interests to discontinue the business relationship..." said Piper CEO Geoffrey Berger. "Clearly, the company has a different business perspective and approach to the market than Czech Sport Aircraft," he added. The company stated that "it became clear that Piper's core strengths and that of Czech Sport Aircraft were mismatched." *** This follows a year that saw Piper register more new SLSA than any other company, almost reaching their sales target announced at last year's Sebring. (see note at bottom) "We at Piper have a close affinity with this emerging segment of the marketplace and we have great expectations for the LSA industry. The LSA we were distributing is a good one and we encourage aviation enthusiasts to continue their support of this segment of the market," Berger added. *** Piper will honor their sponsorship of Sebring's U.S. Sport Aviation Expo and staff will be present at Sebring 2011. *** Meanwhile, spokesperson Jackie Carlon emphasized the Vero Beach, Florida-based company remains, "very enthusiastic about the LSA industry and market. We will look at opportunities, but have no immediate plans to replace the PiperSport." Carlon clarified that Piper sees "significant opportunities" in the LSA space, for student pilots plus experienced pilots seeking an aircraft. *** In the end phrases such as "differences in business philosophies" and "fundamental differences" identify that Piper Aircraft's action reported here is one of severing ties to Czech Sport Aircraft more than any doubt regarding the Light-Sport Aircraft market. *** Piper registered a total of 54 PiperSport SLSA in 2010. They had forecast 75 units, but the actual number represents a solid performance in a down year. Look for our full-year LSA market report to follow. As always remember that registrations may not equal aircraft deliveries; Piper may state a different figure for their 2010 sales. For more on this breaking story, see Jim Lawrence's report below.

The Smooth and Long of the Phoenix LSA Motorglider

By Dan Johnson || December 30, 2010 9 Comments (Edit)

Jim Lee kindly brought his stunning Phoenix to my new home at Spruce Creek Fly-in.

Long 49-foot wings help Phoenix glide 30 miles on only 5,000 feet of altitude. Yes, the prop is stopped... and can be feathered for lower drag.

With the sunset glowing on her wings, Phoenix reveals a motorglider's smooth, complex curves.

Yesterday, I was again grateful for my residence at Spruce Creek Fly-In, the large airport community near Daytona Beach, Florida. Why? Because after a lucky last-minute phone call, I zipped over to the airport restaurant and went flying with Jim Lee in his new Phoenix. *** Now, I'm a soaring enthusiast, so a LSA motorglider already starts well up my wish list. But this Phoenix, whew! She's simply gorgeous with slippery compound curves and the handling is marvelous. *** Much more than simply a soaring machine, Phoenix climbs like the proverbial homesick angel and can cruise faster than many LSA. It also comes standard with two wing configurations — 49 feet stepping down to 36 feet — so you really get two airplanes in one. (Not only that, but if you need to put Phoenix in a hangar, you can remove the long wingtips to squeeze down to a 34-foot span, hardly any wider than a "standard" LSA.) *** Inside the cockpit, the 43-inch wide space is handsomely appointed and you have a few controls and an instrument not typically found in LSA. You have some prop controls — get the full LSA Glider explanation to understand how this works. Plus any self-respecting soaring pilot wants a variometer to find lift; Phoenix provides this with a small instrument that also makes sounds that allow you to keep your eyes outside the cockpit. *** You'll want to pore over the specifications and I've only given a brief review here. I hope to fly Phoenix again soon when we can explore soaring conditions. But here's a few tidbits: • glide 32:1 • power cruise 115 knots • stall 38 knots • useful load 612 pounds • range 900 nm (power on). *** Phoenix isn't cheap, but you get a lot for the money. Base price is presently $149,000 including those wing extensions that give Phoenix two distinct (yet pleasant) personalities. When luxuriously outfitted with a highly readable EFIS, autopilot, airframe parachute, radios and transponder, Phoenix can hit $165,000. Those who have investigated motorgliders will see this as modestly priced. You don't get these lines and this kind of performance for a bottom-dollar price. She's a specialty aircraft but since Lamabada left the scene, Phoenix occupies this special space all by her lonesome. Jim has a long list of good prospects so I wouldn't wait too long to check out this Czech beauty. I know I'm in love; my attempt at photos doesn't do her justice.

Breezing through the Bahamas

By Dan Johnson || December 14, 2010 Leave a Comment (Edit)

Using my trusty Garmin aera (plus a 496... an interesting comparison), the over-water navigation was simple.

Lovely islands surrounded by crystal clear water. Some beaches offer landing options.

We packed lightly but still had quite a bit of gear in the twin Breezers.

While my former home state of Minnesota grappled with enough snowfall to collapse the Metrodome's inflated roof, I'm still hanging out in the Bahamas (yeah, I know, tough job...). *** After the First International Sport Pilot Fly-in concluded all but a couple Breezers flew home. Our group of four, lead by islands expert and U.S. Breezer importer Mike Zidziunas, took a pair of Breezer LSA south to an island called Staniel Cay (pronounced "key" unless you want to easily identified as a tourist). The experience was spectacular in many ways. The trusty Rotax 912s ran smoothly and confidently for as one of the Fly-in pilots put it, "Your engine doesn't know it's over water." *** On the planned trip home, assuming strong headwinds die down following passage of the same giant cold front that dumped all the snow in parts of the U.S., we plan to wend our way through some visually stimulating inter-island flying at low altitude. Mike will install a video camera on the tail of one Breezer and flying in close formation, we aim to capture the twin LSA in some footage the Bahamas tourism office is already awaiting anxiously. Update 12/15/10 — This worked great; check Breezer USA's website to view after they edit and post. —DJ *** My overall experience suggests that LSA can easily negotiate and navigate flights from mainland USA and our modest fuel usage was remarkable news to others we've seen here in the Exumas (a southern chain of islands in the Bahamas). We burned just 6 gallons over the Atlantic en route to Freeport from Fort Lauderdale, another 6 flying from Freeport to Nassau and about 4 more to reach Staniel Cay. Averaging better than 20 mpg at 120 mph makes for quite economical travel. Breezers carry 21 gallons of fuel and with good planning, this proves to be plenty to reach these tropical destinations. *** Large FBOs catering to the jet crowd — such as Odyssey in Nassau — offered polite and excellent service even though we bought a mere $30 worth of fuel. *** I admit flying over large stretches of water sharpens your focus on fuel management and demands good maintenance but I've also flown aircraft over large forests in the U.S. and frankly, I think I'd rather take my chances with a water landing. *** To address such concerns and to inform pilots flying without a medical who might want to venture to these lovely islands, Aviators Hot Line director Jacob Peed plans free webinars on both subjects. Check with the publisher later for details on these informative presentations which may later be offered as podcasts.

While my former home state of Minnesota grappled with enough snowfall to collapse the Metrodome’s inflated roof, I’m still hanging out in the Bahamas (yeah, I know, tough job…). *** After the First International Sport Pilot Fly-in concluded all but a couple Breezers flew home. Our group of four, lead by islands expert and U.S. Breezer importer Mike Zidziunas, took a pair of Breezer LSA south to an island called Staniel Cay (pronounced “key” unless you want to easily identified as a tourist). The experience was spectacular in many ways. The trusty Rotax 912s ran smoothly and confidently for as one of the Fly-in pilots put it, “Your engine doesn’t know it’s over water.” *** On the planned trip home, assuming strong headwinds die down following passage of the same giant cold front that dumped all the snow in parts of the U.S., we plan to wend our way through some visually stimulating inter-island flying at low altitude.

First International Sport Pilot Fly-in

By Dan Johnson || December 11, 2010 Leave a Comment (Edit)

Pilots receive a full briefing from Greg Rolle of the Bahamas Tourism office at Banyan Air's superb facility.

All arrive safely at Freeport to a warm reception. This is my bird, compliments of Breezer Aircraft USA. My wife Randee is exiting the plane while airport staff secured the aircraft.

You — nor any Bahamian officials — have ever seen this: a row of LSA at the Freeport airport.

Enjoying the night life near Lucaya Resort. Pictured are (R-L): Mike Z, Jacob Peed (kneeling), Bahamas rep Leonard Stuart, Randee Laskewitz, and Dan Johnson.

"Too much fun!" was a common exclamation of my Alaska ultralight friend, Mike Jacober. His signature phrase ran through my head as 18 airplanes, mostly LSA, arrived at the Freeport, Bahamas airport for the first Sport Pilot Fly-in over December 10-12, 2010. *** For many this was their first flight over the ocean (including yours truly). It isn't far — 85 nautical miles, less than one hour — and it isn't hard (unless you go for a swim en route... none of us did, thank goodness!). But flying out of sight of land, even for a short time, is rather attention-getting. *** A number of us gathered at Banyan Air Service at the Fort Lauderdale Executive getting first-class treatment and fuel discounts from this "gateway FBO" to the Bahamas. Bahamas Tourism/Aviation director (and fellow pilot) Greg Rolle gave a thorough presentation of the requirements to fly internationally. Each pilot had to complete lots of government forms but they weren't too difficult and the great help made it go quickly. Then, we all gathered our resolve, fired up our engines, and took off across the Big Drink. Of course, this is nothing for those few LSAers who have crossed the Atlantic and Pacific, but it had me on my toes and I suspect most of us felt similarly. *** An hour later, we landed one after another at Freeport to a warm reception by Bahamian authorities and tourist office staffers. We breezed through Customs and waiting taxicabs took us to a deluxe resort where we could all revel in our satisfaction of making the ocean-crossing voyage. Jacob Peed of Aviators Hot Line / Light Aviation Edition provided customized tee shirts for all participants with their aircraft name and N-number. Nice idea, Jake! *** Thanks for this great experience go to Randy Hansen and David Oord of EAA who worked with the Bahamas Tourism team to make the Sport Pilot certificate accepted at all airports throughout the islands. All participants have many people to thank but the Bahamas team leaders include Greg Rolle and Leonard Stuart (photo). *** Continuing Bahamas Fly-ins and other LSA activities are planned and if you get the chance, be sure to take the opportunity. Special thanks to Breezer Aircraft USA boss, Mike Z, who loaned me a Breezer, and who very competently helped me prepare for the flight. Mike's enterprise plans regular Bahamas fly-outs and you should contact him for advice. He's a wealth of knowledge, having lived on and sailed throughout the islands for five winters.

“Too much fun!” was a common exclamation of my Alaska ultralight friend, Mike Jacober. His signature phrase ran through my head as 18 airplanes, mostly LSA, arrived at the Freeport, Bahamas airport for the first Sport Pilot Fly-in over December 10-12, 2010. *** For many this was their first flight over the ocean (including yours truly). It isn’t far — 85 nautical miles, less than one hour — and it isn’t hard (unless you go for a swim en route… none of us did, thank goodness!). But flying out of sight of land, even for a short time, is rather attention-getting. *** A number of us gathered at Banyan Air Service at the Fort Lauderdale Executive getting first-class treatment and fuel discounts from this “gateway FBO” to the Bahamas. Bahamas Tourism/Aviation director (and fellow pilot) Greg Rolle gave a thorough presentation of the requirements to fly internationally. Each pilot had to complete lots of government forms but they weren’t too difficult and the great help made it go quickly.

Moving, Statistics, and Sweepstakes

By Dan Johnson || December 9, 2010 Leave a Comment (Edit)

Watch a "Flying Bahamas" video to learn more about flying the islands.

EAA published some interesting statistics in a chock-full November 2010 issue of Sport Aviation. The association will give away a Cessna Skycatcher next year.

Thanks to Jim Lawrence for keeping SPLOG full of fun-to-read info while I was massively occupied with a move of the ByDanJohnson.com and LAMA offices from Minnesota to a new home in Florida... Spruce Creek Fly-in near Daytona Beach to be precise. As I return to SPLOG, I have a few interesting tidbits involving LSA or other aircraft Sport Pilot may fly. *** Speaking of Sport Pilots, aviators with that certificate may now legally use it to fly to the Bahamas — the first country outside of the USA to accept the newest FAA license. So far, 21 LSA are signed up for the first Bahamas International Sport Pilot Fly-in. Lucky me... thanks to a generous offer from Breezer Aircraft USA boss Mike Z, my wife Randee and I get to join the over-water parade to the Bahamas. Watch video of Mike Z about his earlier flight to the Bahamas. *** Like many, I was disappointed when EAA discontinued Sport Pilot magazine but their work to upgrade Sport Aviation has met with broad member approval. I added my voice to this chorus after reading the November 2010 issue. Nice job, EAA publications staffers! Besides a great article on the Maverick powered parachute dune buggy, Sport Aviation presented some statistics in highly readable form. I want to pull out a few facts that apply to Light-Sport Aircraft fans. • EAA got 1,267 opinions on a variety of topics. • Six percent say they fly a LSA, a high penetration as Light-Sports are just 1% of the single engine fleet in America. Interestingly, only 19% of EAA's respondents fly a homebuilt. • On average pilots fly with one passenger; hmmm, just like LSA. • Those preferring taildraggers to tricycle gear are in the majority 52 to 48%. • Two other fascinating points, I thought, were that 34% preferred an open cockpit and 40% preferred tandem to side-by-side. • A very substantial 77% prefer a joystick; no wonder most LSA use them. • And 59% prefer to land on a grass strip versus a paved runway. *** Finally, the LSA Sweepstakes continue. In 2009 EAA gave away a Flight Design MC. During May 2010, Sporty's gave away a Skycatcher. In November 2010, AOPA awarded their Fun-to-Fly Sweepstakes Remos GX. And now, EAA is back again, this time offering a Cessna Skycatcher. Four lucky individuals have won or will win a terrific new LSA, all for the price of entering. Check out EAA's sweepstakes at WinAPlane.com. Good luck!

Gorgeous Corvus Hopes for Bilateral Agreement

By Dan Johnson || December 2, 2010 Leave a Comment (Edit)

Corvus Aircraft builds the shapely Mk 3 using Kevlar, carbon fiber, and fiberglass, an exotic combination that yields plenty of useful load. The side-by-side two seater also boasts a distinctive instrument panel that lifts up with the canopy to ease entry.

Most Yankee pilots couldn't care less about an arcane government agreement. But if you like the looks of the Corvus Mk 3, the Bilateral Aviation Agreement (BAA) becomes important. The stunning Corvus, which I first saw at Aero 2005, is built in Hungary meaning Corvus USA requires the BAA before offering it as a SLSA. That's precisely why Jesse Martin, proprietor of Corvus USA, attended a conference with the catchy name, "2006 US/Europe International Aviation Safety Conference." At this event, Jesse heard that the BAA is being negotiated between FAA and EASA, Europe's EU-wide aviation agency. He reported, "This agreement [will] incorporate member countries of the European Union...to create a single agreement for all 25 EU members," including Hungary. He added, "The best guess for ratification of this agreement is mid-year 2007." *** Why should this interest you? Besides the handsome Corvus, other intriguing designs might also be available to U.S. Sport Pilots if all EU countries are allowed to export to the U.S.

Most Yankee pilots couldn’t care less about an arcane government agreement. But if you like the looks of the Corvus Mk 3, the Bilateral Aviation Agreement (BAA) becomes important. The stunning Corvus, which I first saw at Aero 2005, is built in Hungary meaning Corvus USA requires the BAA before offering it as a SLSA. That’s precisely why Jesse Martin, proprietor of Corvus USA, attended a conference with the catchy name, “2006 US/Europe International Aviation Safety Conference.” At this event, Jesse heard that the BAA is being negotiated between FAA and EASA, Europe’s EU-wide aviation agency. He reported, “This agreement [will] incorporate member countries of the European Union…to create a single agreement for all 25 EU members,” including Hungary. He added, “The best guess for ratification of this agreement is mid-year 2007.” *** Why should this interest you? Besides the handsome Corvus, other intriguing designs might also be available to U.S.

Strong Survive, Even Thrive in Another Slow Year

By Dan Johnson || November 21, 2010 Leave a Comment (Edit)

All other producers may be specialty or smaller manufacturers but they account for 258 aircraft - or one in seven LSA! - including some rising stars like Arion's Lightning LS-1. photo courtesy Arion Aircraft

Accompanying this article is our customary chart showing market share of the entire fleet of LSA. I've received a few comments over recent months that we should emphasize current-period results. Market share for many products, computers, for example, are given as total market share ("Windows has 90% of the market."). *** In truth, I have reported current-period results in the article text for the last few updates. We've collected all market reports to make reviewing them easier. Here's a look-back with emphasis on results only for 2010. *** With 83% of the year (10 months) accounted for, Piper's legacy brand is convincingly leading the market. At 43 airplanes registered in 2010 (24% of all registrations), the Vero Beach, Florida company is rising rapidly. Note as always that these figures do not match actual sales activity at companies. *** Following Piper, CubCrafters is enjoying a strong year, said Jim Richmond at AOPA as his company added 37 LSA registrations (20% of all '10 LSA). The company also has a Part 23 line and does service work on Cub-types, so the enterprise is surviving well in this downturn. *** No one should be surprised that Cessna added 29 Skycatchers (16%) to FAA's registry (the source of all figures for this report). Other reports suggest Cessna should ship about 150 LSA for 2011, which will sharpen an already-close battle for second place. *** Looking at overall fleet share, American Legend, Czech Sport Aircraft (Piper), and CubCrafters are within a few aircraft of one another. Tecnam is within easy catch-up range, and Cessna will likely join this club in 2011. Remos may resurge and the Jabiru/Arion group is also tantalizingly close. All these brands trail perpetual market leader Flight Design by a wide margin. *** Back to 2010... industry stalwarts Flight Design and Tecnam are having OK years at 17 (9%) and 14 (8%) respectively registered in the first 10 months of the year. Next up is newer arrival, the Lightning with 9 (5%) new registrations, followed by American Legend at 6 and Paradise at 5 registered. *** Honorable mentions for registration activity in 2010 go to TL/SportairUSA for adding four new Sirius; Aerotrek with four new A-series LSA; Skykits with four Savannah, FPNA with three A-20 series models; and, 3Xtrim with a pair of Navigator 600s. *** At 182 registrations and projecting to a full year, I estimate 218 new registrations in 2010, down 4% from an also dreadfully slow 2009. After two years of waiting for greater certainty in the economy, several industry veterans believe buyers could unleash some pent-up demand in 2011.

Accompanying this article is our customary chart showing market share of the entire fleet of LSA. I’ve received a few comments over recent months that we should emphasize current-period results. Market share for many products, computers, for example, are given as total market share (“Windows has 90% of the market.”). *** In truth, I have reported current-period results in the article text for the last few updates. We’ve collected all market reports to make reviewing them easier. Here’s a look-back with emphasis on results only for 2010. *** With 83% of the year (10 months) accounted for, Piper‘s legacy brand is convincingly leading the market. At 43 airplanes registered in 2010 (24% of all registrations), the Vero Beach, Florida company is rising rapidly. Note as always that these figures do not match actual sales activity at companies. *** Following Piper, CubCrafters is enjoying a strong year, said Jim Richmond at AOPA as his company added 37 LSA registrations (20% of all ’10 LSA).

LSA Fans Comment on Ethanol in Mogas

By Dan Johnson || November 21, 2010 Leave a Comment (Edit)

Photo courtesy Casey Frederick

Many modern LSA run well (perhaps "better") on automobile fuel and have the least problems when no ethanol is involved.

Pilots who prefer no-ethanol auto gas number in the thousands and add to millions of other "pure gas" enthusiasts.

Kent Misegades writes, "For the past several years my colleagues and I have been waging a campaign to ban the use of ethanol in premium gasoline, thus preserving a safe, affordable, unleaded fuel for sport aviation as well as the millions of Americans who need "E0" for their boats, snowmobiles, power tools, classic cars & bikes, among others." Kent continues, "Thanks to vintage BMW owner Sam Hokin, his Pure-Gas.org list helps us find the fuel. We recently posted a petition that will be sent to the EPA administrator, Ms. Lisa Jackson, urging action on the issue. *** "The petition has been getting widespread attention among sport aviators, who have left comments such as these:" • (#2,390) The industry of Light-Sport Aircraft has been severely impacted by ethanol fuel. It dissolves our gas tanks, fuel lines, and gaskets causing in-flight engine failures, aircraft mishaps, and even death. We desperately need a local source of ethanol free gasoline. • (#2,382) I am the pilot of a weight shift airplane and ethanol in the gas can cause deterioration of the gas tank and gas lines on my plane. This in turn can clog carburetors which is potentially very dangerous as you can get engine failure. Gas with ethanol also breaks down faster therefore reducing engine performance, another dangerous hindrance. Please keep pure gas available for those of us that need it. • (#2,349) I fly a Light-Sport Aircraft that runs on automotive gas which needs to be ethanol free. I object to being forced to use gasoline blended with ethanol. I am also not comfortable with using a food source as fuel when the free market dictates that gasoline is cheaper. *** Kent opines, "With the future of 100LL uncertain (other than that its replacement will likely not be cheaper), sport aviators need a reliable, affordable fuel for the future. Premium (91 octane AKI) unleaded, ethanol-free Mogas is that fuel for 70%-80% of all airplanes, and for nearly all of LSA. We urge you to sign the petition and pass word of it on to all who need this fuel." For more details on the subject of ethanol in engines, see FlyUnleaded.com, E0pc.com, and AutoFuelSTC.com. UPDATE —Information for this article was submitted by Kent Misegades, an engineer, aviation fuels expert, and President of EAA Chapter 1114 in Apex, North Carolina. Kent blogs on ByDanJohnson.com about the zero-ethanol movement. —DJ

Kent Misegades writes, “For the past several years my colleagues and I have been waging a campaign to ban the use of ethanol in premium gasoline, thus preserving a safe, affordable, unleaded fuel for sport aviation as well as the millions of Americans who need “E0″ for their boats, snowmobiles, power tools, classic cars & bikes, among others.” Kent continues, “Thanks to vintage BMW owner Sam Hokin, his Pure-Gas.org list helps us find the fuel. We recently posted a petition that will be sent to the EPA administrator, Ms. Lisa Jackson, urging action on the issue. *** “The petition has been getting widespread attention among sport aviators, who have left comments such as these:” • (#2,390) The industry of Light-Sport Aircraft has been severely impacted by ethanol fuel. It dissolves our gas tanks, fuel lines, and gaskets causing in-flight engine failures, aircraft mishaps, and even death. We desperately need a local source of ethanol free gasoline.

Pete Krotje on Jabiru Engines & Aircraft

By Dan Johnson || November 12, 2010 Leave a Comment (Edit)

So Rod and Phil did what entrepreneurs do. They took their dough and started a new company. This is the story Jabiru USA boss Pete Krotje told to begin his talk about the engines and airplanes the duo created. *** The first Jabiru flew in 1991 under Australia's then-new "ultralight" rule that allowed a new class of aircraft with no medical (long before FAA found such a solution useful). That first airplane — called a Light Sport Aircraft, again well before FAA used a similar term — used a KFM engine but that powerplant company soon said they were leaving the business. Thus was born one of only two companies I know that makes both airframe and engine. (The other such company is Sonex, which offers the AeroVee kit engine).

The Jabiru engine uses auto industry parts, such as pistons and valves from Toyota. Among other tactics, this held down costs and started Jabiru down a path of delivering 6,000 engines to 45 countries. In addition, some 2,000 Jabiru airplanes are flying worldwide, 600 of them in Australia. Today, 80% of all flight training in Australia is done behind Jabiru engines. In South Africa the J-planes are the market leader. More recently, China took delivery of 20 of these airplanes with 20 more on order and an additional 20 forecast.

The heart of the engine is the crankshaft and unlike other brands, the Jabiru crank starts as a seven-inch round shaft of steel which is fed into a CNC machine. Heads are milled from aluminum. Pete offered additional details of these powerplants but you'll need to attend one of his forums to get the whole story. In an interesting twist, Jabiru does not set the TBO for their engines. Instead CASA (the Australian FAA) sets the TBO, which is now 2,000 hours, the same as Rotax and Continental. Demonstrating his own entrepreneurial strength, Krotje's Tennessee-based JabiruUSA has become the #7 ranked SLSA producer.

What do sugar cane harvesting equipment and light aircraft and engines have to do with one another? The former was the original work of Jabiru founders Rod Stiff and Phil Ainsworth. The latter is what occurred after a trip to Europe back in 1988. While they traveled, the other partners voted them out of the company and on their return they got a check for their equity. So Rod and Phil did what entrepreneurs do. They took their dough and started a new company. This is the story Jabiru USA boss Pete Krotje told to begin his talk about the engines and airplanes the duo created. *** The first Jabiru flew in 1991 under Australia’s then-new “ultralight” rule that allowed a new class of aircraft with no medical (long before FAA found such a solution useful). That first airplane — called a Light Sport Aircraft, again well before FAA used a similar term — used a KFM engine but that powerplant company soon said they were leaving the business.

Sport Pilot Flight Training Success Story

By Dan Johnson || November 9, 2010 Leave a Comment (Edit)

The Sky Arrow from Hansen Air Group has often been used to train Able Flight Scholarship students. Instructor Mitch Hansen flies with Stephany Glassing. photo courtesy Able Flight

Able Flight scholarship student, Heather Schultz, takes the pilot-in-command seat. photo courtesy Able Flight

All of the people in the group shot are now certificated Sport Pilots: (L-R) Jorge Urrea, Jake Jeter, Jessica Scharle, Brad Jones, and Sean O'Donnell. photo courtesy Able Flight

No, this article is not about an established flight school operation. Nor is it about a university training program, or some government flight training facility. I'm simply impressed that Charles Stites and his Able Flight nonprofit organization have brought so many new pilots into the fold. For this alone, he deserves applause. Add that he exclusively helps persons with disabilities and you have something noteworthy. *** Here's a contrast... At the AOPA Summit to begin this week, a group of leaders will meet to discuss ways to reverse the depressing 70% drop-out rate of flight school students. On the other side of the compass, "Able Flight achieves a very impressive completion rate of at least 72% for recipients of its full scholarships," revealed Stites, who founded the organization in 2006. Able Flight didn't set up shop to be a major flight school. Yet hear this: "We've awarded a total of 30 scholarships as of September, 2011, and 24 are full scholarships that can lead to a license. Of those 14 are already licensed pilots, three are in training, three are yet to begin, and only four have dropped out." *** How does Able Flight do it? "It's not that their training is easier," explained Charles. "If anything, it's more physically demanding for a paraplegic or a person who has lost a limb. Our students never get a break meeting the same Sport Pilot Practical Test Standards that all applicants must complete." To some extent, the Able Flight advantage is matter of personnel management. "Able Flight student pilots know they are being matched with good flight instructors at schools that care about their success." In addition, Able Flight has assembled a cadre of people students can ask for extra assistance. "In short, each student is backed by people who want them to succeed. Now, is that so hard?" *** Evidently it is hard or we would not have a 70% drop-out rate at conventional flight schools. I'd say the AOPA roundtable attendees have their work cut out for them. They could do worse than to study the success story known as Able Flight. Kudos to Charles, his financial and other backers, but most of the credit stays with instructors who care and highly motivated students, who repeatedly prove that someone with sufficient determination can accomplish almost anything.

No, this article is not about an established flight school operation. Nor is it about a university training program, or some government flight training facility. I’m simply impressed that Charles Stites and his Able Flight nonprofit organization have brought so many new pilots into the fold. For this alone, he deserves applause. Add that he exclusively helps persons with disabilities and you have something noteworthy. *** Here’s a contrast… At the AOPA Summit to begin this week, a group of leaders will meet to discuss ways to reverse the depressing 70% drop-out rate of flight school students. On the other side of the compass, “Able Flight achieves a very impressive completion rate of at least 72% for recipients of its full scholarships,” revealed Stites, who founded the organization in 2006. Able Flight didn’t set up shop to be a major flight school. Yet hear this: “We’ve awarded a total of 30 scholarships as of September, 2011, and 24 are full scholarships that can lead to a license.

Stirring My Soul — Phoenix Rising

By Dan Johnson || November 7, 2010 Leave a Comment (Edit)

Long and slender, notice the compound wing angles on the new Phoenix SLSA. photo courtesy Phoenix Air

The comfy Phoenix cockpit. A glass screen digital instrument is available. photo courtesy Phoenix Air

Soaring champion Jim Lee sits on the wing of his new Phoenix motorglider. photo courtesy Phoenix Air

I've had the pleasure to fly more than 350 light airplanes of every conceivable description. Most of those experiences brought a smile to my face. A few genuinely stirred my soul. Though I started in powered aircraft I found my way to gliders and to soaring, which I freely admit is my favorite aviation challenge. To rise high above the Earth using only swirling currents of air is magical. *** An extra benefit was acquiring confidence about landing without an engine. To many power pilots, an engine-out landing is scary. But every landing in a glider involves but one approach. You know what? You get comfortable with it and now when I fly a power plane, I don't worry as much about a loss of power. My power plane will just become a glider and I know how to handle that. *** So with great anticipation over an eventual test flight, I am delighted to announce the Phoenix was certified as SLSA #111 in August 2010. Immediately afterward, U.S. importer Jim Lee of Phoenix Air USA flew the slender winged bird from California to Florida! Check out his travel blog; it's written in a brief, enjoyable style with some terrific photos. *** Offering a few tidbits before a full pilot report to follow... Phoenix has full span flaperons that operate on lovely, compound angle wings that end in tasteful winglets. She's a picture of grace. Phoenix can also swap wings. Jim reported, "It takes about a minute to remove both [span extending] wingtips, and another minute to install the short tips." Check these install images. A center console houses the flap, airbrake, and trim with separate levers for the spoilers and flaps so that they can be used independently. *** Specs: span 49.4 feet (can be reduced to a 34 foot "hangar span" in 60 seconds); glide angle 32:1; cruise with full-span wings, 120 mph; cruise with shorter wings, up to 136 mph; useful load 612 pounds and 456 pound payload; climb 1,200 fpm. *** The first airshow debut of Phoenix will be at Sebring 2011. Here's one worthy of a close examination.

I’ve had the pleasure to fly more than 350 light airplanes of every conceivable description. Most of those experiences brought a smile to my face. A few genuinely stirred my soul. Though I started in powered aircraft I found my way to gliders and to soaring, which I freely admit is my favorite aviation challenge. To rise high above the Earth using only swirling currents of air is magical. *** An extra benefit was acquiring confidence about landing without an engine. To many power pilots, an engine-out landing is scary. But every landing in a glider involves but one approach. You know what? You get comfortable with it and now when I fly a power plane, I don’t worry as much about a loss of power. My power plane will just become a glider and I know how to handle that. *** So with great anticipation over an eventual test flight, I am delighted to announce the Phoenix was certified as SLSA #111 in August 2010.

Q: Aviation’s Big Challenge? A: Airplane Prices

By Dan Johnson || October 26, 2010 Leave a Comment (Edit)

APA will be at Sebring 2011; stop by their booth and ask questions. photo courtesy Jim Koepnick and EAA

Prices go up; students go down. chart courtesy APA

Buy a boat? Or own a share of an airplane? chart courtesy APA

David Kruger is what you might call a data-intensive fellow. A technical background gives him a keener than usual understanding of the value of research. Also an enthusiast of flying LSA, David has invested considerable study into the influence of airplane cost on the pilot population. His analysis suggests partner ownership of an airplane offers a means to confront the problem. At the Midwest LSA Expo I chatted at length with David and his wife/partner, Jaquidon. *** David's work is revealed in his white papers on the subject. The reports are well considered and researched; AOPA and EAA have recognized the value of his work. If you share the concern about the decrease in pilots, you should read his report on the cost of airplanes and another on reaching the immense population of so-called powersports enthusiasts. Many believe that if aviation is to grow we must look outside our own tightly-knit club. I present here a couple of APA's charts. *** Simply put, David asserts that the cost of airplanes is closely linked to the decline in the number of students. He wrote, "The untreated underlying cause is the price of aircraft. Progressively fewer and fewer citizens can afford to fly." Many of us already involved have figured some way to fly whether by renting, shared ownership, or buying lower cost aircraft such as used GA models or ultralights and Light-Sport Aircraft. Yet given that we have 600,000 pilots and 200,000 aircraft (approximately), two-thirds of us still don't own an airplane. After the high-sales mark in the late '70s, David wrote, "We did not suddenly and inexplicably lose our love of flying and desire to own aircraft; we started losing our ability to afford them." *** David and his Aircraft Partnership Association have provided a means to begin a shared ownership arrangement. Using the Internet, APA identifies and links potential co-owners. Finding good, local partners is the tough part of shared ownership and the APA's website highly automates the task; check out the testimonials. *** The chart comparing the cost of owning a boat put this in sharp focus for me. It shows that with three owners (a manageable partnership size, I feel) the cost to own a $140,000 high-end LSA is comparable to owning a $35,000 boat. It got my attention. Do you see this logic?

Whirring into the Air on Electricity

By Dan Johnson || October 23, 2010 Leave a Comment (Edit)

Prototype version #3 has longer wings and a slide-in battery box (circled) that greatly streamlines the look.

E-Spyder launches against a beautiful backdrop of New England fall colors.

The extended wings of E-Spyder #3 have sheared wingtips not unlike those used by the AirCam.

Spark Lamontange, pilot in these photos, was for years a partner in Flightstar Sportplanes. He's highly accomplished in flying these models.

You're probably aware of the auto industry's billion-dollar bet on electric cars. Skeptics are plentiful. Same for airplanes. Despite doubts, even Cessna and Bye Energy are teaming up on an electric 172. Other LSA electric projects are also underway and it's all good in my mind. *** Most e-powered aircraft remain in the future. Yet here today is the E-Spyder. You can place an order that'll set you back less than $30,000. Plus it's a true Part 103 ultralight meaning you don't need no stinkin' government license to fly it. *** I wish I lived closer to Woodstock Connecticut where co-developer Tom Peghiny is flying Yuneec's E-Spyder along with a few trusted friends. The one they're flying has longer wings and a battery-hiding compartment (top photo, circled). Tom wrote, "We have been flying a lot since finishing the plane in mid September." So far Tom and team have taken 15 flights on the upgraded version. This prototype (#3) has many changes over the original that was shown at Airventure in 2009. Tom elaborated, "The structure uses a good bit of thin (0.9 mm/.035 inch) 7075-T6 tubing to reduce weight, a carbon sandwich fairing to reduce weight, light weight Mylar laminate Dacron wing covering. He also noted span has been stretched to 33 feet with the addition of the sheared wing tips. *** E-Spyder is much cleaner looking than before. "The battery has been moved to the fuselage to reduce drag and is now housed in a single battery box which slides in and out like a dresser drawer on rollers," explained Tom. "The battery has additional capacity and uses fewer cells (18) which greatly simplifies the balancing during charging. Charging takes 2 to 2.5 hours depending on the discharge state." *** Yuneec — which bought the airframe rights from Flightstar to pursue the electric-power project — has developed the motor to further reduce the maximum RPM, increasing the torque which allows a larger and even quieter propeller. *** All cool! But how does it fly? "The lower drag installation and the other changes to the aerodynamics make the aircraft really perform," noted Tom. "We now have some performance numbers: top speed 52 mph; stall speed 22 mph; cruise speed 35 mph; climb 375 fpm; duration 20 to 35 minutes in calm air." But for longtime soaring pilots like Tom and me, he saved the best for last, "We've been able to soar it in light thermals as it really wants to go up." *** For green-tech enthusiasts he added one more comment: "We get our electricity from Community Energy which is 80% windmill and some hydroelectric, so we've been flying on windmill power." Huh! Giant windmills power a small windmill (the prop) and man flies. Cool! [Update 10/27/10: Since I wrote the article above, noted writer Jason Paur has also flown the E-Spyder — the lucky guy! — and has written an excellent review. Catherina Centanni took the photos and they are some of the best I've seen. I encourage you to go to Wired.com and read this story. —DJ]

You’re probably aware of the auto industry’s billion-dollar bet on electric cars. Skeptics are plentiful. Same for airplanes. Despite doubts, even Cessna and Bye Energy are teaming up on an electric 172. Other LSA electric projects are also underway and it’s all good in my mind. *** Most e-powered aircraft remain in the future. Yet here today is the E-Spyder. You can place an order that’ll set you back less than $30,000. Plus it’s a true Part 103 ultralight meaning you don’t need no stinkin’ government license to fly it. *** I wish I lived closer to Woodstock Connecticut where co-developer Tom Peghiny is flying Yuneec’s E-Spyder along with a few trusted friends. The one they’re flying has longer wings and a battery-hiding compartment (top photo, circled). Tom wrote, “We have been flying a lot since finishing the plane in mid September.” So far Tom and team have taken 15 flights on the upgraded version. This prototype (#3) has many changes over the original that was shown at Airventure in 2009.

Part 103 Enthusiasm Continues; Welcome E-Spyder!

By Dan Johnson || October 23, 2010 Leave a Comment (Edit)

Flightstar owner Tom Peghiny flew his E-Spyder for the first time on July 17th. Watch a video of E-Spyder's first flight. And watch next day flights. No gasoline was used in the making of these videos. Read FAQs on battery power.

Part 103 continues to step from the shadow of Light-Sport Aircraft. We've had aviation's simplest rule (worldwide!) for 27 years and with few exceptions, most of those years saw Part 103 producers laboring in near-obscurity. *** Now, however, a new flurry of activity has developed at the beautiful intersection of genuinely lightweight aircraft with electric power. The very latest to roll into the spotlight is Flightstar's E-Spyder, which took its first flight today. E-power from Yuneec in China meets an all-American airframe. The accompanying photos show what a clean matchup these components achieve. *** Flightstar mounted the twin lithium polymer battery packs on either side of the design's robust main fuselage tube. Electric motors are more user-friendly in nearly every way, but you have some new learning to do. For example, experts advise never allowing lithium polymer batters to drain completely. Fortunately, the Yuneec controlling hardware provides warning systems to help you manage this task. *** Batteries last for at least 500 cycle charges and Yuneec says this equates to 250+ hours of flying. That many hours using a small gasoline engine like the Rotax 277 would cost around $10,000 in fuel alone, plus oil, overhaul costs, spark plugs and more such that the up-front cost for batteries is the rough equivalent of buying fuel for a gasoline engine for many years... but you'll never have to clean an oil mess.

Part 103 continues to step from the shadow of Light-Sport Aircraft. We’ve had aviation’s simplest rule (worldwide!) for 27 years and with few exceptions, most of those years saw Part 103 producers laboring in near-obscurity. *** Now, however, a new flurry of activity has developed at the beautiful intersection of genuinely lightweight aircraft with electric power. The very latest to roll into the spotlight is Flightstar‘s E-Spyder, which took its first flight today. E-power from Yuneec in China meets an all-American airframe. The accompanying photos show what a clean matchup these components achieve. *** Flightstar mounted the twin lithium polymer battery packs on either side of the design’s robust main fuselage tube. Electric motors are more user-friendly in nearly every way, but you have some new learning to do. For example, experts advise never allowing lithium polymer batters to drain completely. Fortunately, the Yuneec controlling hardware provides warning systems to help you manage this task.

So Long GPS MAP 496; Hello New Aera!

By Dan Johnson || October 15, 2010 Leave a Comment (Edit)

Arguably the most common instrument in Light-Sport Aircraft is the GPSMAP496. all photos courtesy Garmin

The panel-mounted 696. Price: $2,895 to $3,595

Garmin's aera, introduced at the 2009 AOPA Summit. Price: $875 to $2,199

Garmin is a company that, like its contemporaries in the computer or smartphone industries, does not sit still for long. Innovations and upgrades happen swiftly. *** Over the years, Garmin has become a staple of Light-Sport Aircraft. Stick your head inside the cockpit of virtually any SLSA and you'll probably see a Garmin 296, 396, 496, or 495. The handheld gizmos are ubiquitous, often nestled securely in their panel-mounted

Garmin is a company that, like its contemporaries in the computer or smartphone industries, does not sit still for long. Innovations and upgrades happen swiftly. *** Over the years, Garmin has become a staple of Light-Sport Aircraft. Stick your head inside the cockpit of virtually any SLSA and you’ll probably see a Garmin 296, 396, 496, or 495. The handheld gizmos are ubiquitous, often nestled securely in their panel-mounted

Tim Casey Explains All-Things Garmin

By Dan Johnson || October 13, 2010 Leave a Comment (Edit)

Tim Casey is just plain full of it. Garmin's jovial, well-recognized manager of the instrument company's aviation hand-held and LSA line of avionics products, is one knowledgeable character. In fact, he is so full of information that his one-hour seminar at the Midwest LSA Expo only scratched the surface of the seemingly limitless capabilities of the company's digital instrument line. For example, synthetic vision comes preinstalled on the G3X and if you want, the Garmin unit can even be wired to show the closure of doors. *** I enjoyed his review of the Garmin G3X line used in some LSA and plenty of homebuilt aircraft. It's a deluxe system that costs $14,500 for the full dual-screen unit... BUT, if you act before the end of 2010, you can secure a whopping 25% discount, saving you $3,600. Garmin also makes the increasingly common GPSMap 696, or the 496 used in a large number of LSA. In his talk, Tim touched on those products and the handheld Aera, my personal favorite with its touchscreen interface that works similarly to my iPhone. *** In a comment certain to warm the heart of a pilot, Tim noted, "The software engineers as well as the hardware, mechanical, and systems engineers behind the company's G3X systems are all airplane builders." In a similar vein, he explained that Garmin stitches together features from many other databases including maps, of course. "We have no less than 45 cartographers to handle these duties," Casey added. *** G3X comes with all engine software preinstalled for the Rotax, Jabiru, Continental, and Lycoming. Of course, you'll need the correct engine probes and sensors — the same as any engine gauge, even an analog gauge. In addition, Garmin recently added a fuel calculator to speed awareness of this important parameter. And, the GPS giant added the opportunity to create several checklists; you build your own using your laptop or desktop computer. *** In one hour, Tim could not possibly review all the features of Garmin avionics, which explains why you really need to visit Garmin's mini-website for these devices.

Tim Casey is just plain full of it. Garmin’s jovial, well-recognized manager of the instrument company’s aviation hand-held and LSA line of avionics products, is one knowledgeable character. In fact, he is so full of information that his one-hour seminar at the Midwest LSA Expo only scratched the surface of the seemingly limitless capabilities of the company’s digital instrument line. For example, synthetic vision comes preinstalled on the G3X and if you want, the Garmin unit can even be wired to show the closure of doors. *** I enjoyed his review of the Garmin G3X line used in some LSA and plenty of homebuilt aircraft. It’s a deluxe system that costs $14,500 for the full dual-screen unit… BUT, if you act before the end of 2010, you can secure a whopping 25% discount, saving you $3,600. Garmin also makes the increasingly common GPSMap 696, or the 496 used in a large number of LSA.

Copperstate 2010 Is Coming Next

By Dan Johnson || October 10, 2010 Leave a Comment (Edit)

The name Copperstate becomes clear with this beautiful photo of a B-25 near Sedona, Arizona. all photos courtesy Copperstate Fly-In, Inc.

During my recent appearance on the Powered Sport Flying (Internet) Radio Show, I said I remained amazed that although the western U.S. has a large share of all pilots and airplanes in the country, no western airshow seems to have taken off the way Sun 'n Fun or AirVenture has. True enough, no west-of-the-Mississippi event comes close in size to the eastern shows, but my comments weren't fair to steady work by organizers of Copperstate, an event with a 37-year history (nor to the even-larger and older Arlington show or the Golden West event.) These western shows may not be huge, but they reveal an aviation passion. *** This year's Copperstate will be held in Casa Grande, Arizona — just south of Phoenix — from Thursday, October 21st through Saturday, October 23rd. The 2009 edition reported "more than 6,500 attendees." I spoke with new LSA enthusiast Steve Bass, Copperstate Fly-In Vice President and Light Sport & Ultralight Committee Chairman. He told me, "Though I have flown Pipers, Cessnas and owned a Beech, I have always had a fascination with weight-shift trikes. About a year and a half ago I took trike flight instruction and purchased a used trike, which is now based in a hanger at the Chandler, Arizona airport." *** The southwestern show has long had a focus on the light end of aviation but it needed fresh leadership. "Copperstate wanted me to come in and breathe some life back into their Ultralight segment and they were, of course, including Light Sport Aircraft in that description," explained Steve. *** Copperstate 2010 expects 50 commercial exhibitors will showcase the latest aviation products. They forecast more than 350 aircraft, 200 of which will be show planes vying for awards. Steve finished, "The Copperstate Fly-In is recreational aviation at its best — powered parachutes, ultralights, Light-Sport, experimental, certified, classic, vintage and warbirds." Aircraft demonstration flights and helicopter rides will take place daily. In addition, they'll produce more than 70 educational forums and from my visits to this event, southern Arizona's weather is close to perfection in late October.

First Flight of Lycoming O-233 LSA Powerplant

By Dan Johnson || October 6, 2010 Leave a Comment (Edit)

Liftoff! ...for the first time with the Lycoming O-233 LSA engine.

UCM professor Fred Schieszer interviewed test pilot Rob Runyon (C) and chief mechanic David Costello.

photo courtesy Lycoming

Renegade owners Frosty Hoefer (C) and Chris Doc' Bailey (R). Catch the whole video interview.

October brought the first flight of the Lycoming O-233 in a Falcon Light-Sport Aircraft. This adds the famed Lycoming nameplate to a stable of LSA powerplant brands including Rotax, Jabiru, and Continental plus the CubCrafters CC340 engine. To these, we can now add the Lycoming O-233 LSA engine. *** "Our first flight flew well right out of the box," reported test pilot Rob Runyon. "The O-233-powered Falcon performed well. I have no squawks." On the maiden flight, the Lycoming O-233-powered Falcon logged 0.6 hours doing four take offs and landing. Runyon said it was a gusty day (15G23) but the Falcon handled well. "It was fun to be 1,000 AGL by the end of a 4,000 runway. I saw acceleration through 80 knots at 1,500 fpm. It went right to 110 knots and felt like it could hit 120 knots." *** Of 110 LSA models on the market, the flight of the Falcon represents a first for Lycoming (although a Florida RV-9 ELSA was fitted and flown with the older O-235). *** Chris "Doc" Bailey and Frosty Hoefer are the owners of Renegade Light Sport LLC, which is organizing to build the Falcon in Lee's Summit, Missouri. When the Falcon was introduced to America, Bailey was a distributor for T&T Aviation. But recently he reported, "I was able to buy T&T's distributorship and entire inventory." T&T started the work with the Lycoming four-cylinder engine and Bailey's Missouri team has now taken over its development. *** Bailey says they can install either O-235 or the O-233 but the newer engine, "has knocked off almost 40 pounds off by lightening components like the flywheel. It has CDI ignition and a fuel injection package is expected in November." *** At a max continuous power setting of 2400 rpm, the O-233 provides 100 horsepower although max power available is 115 mph at 2800 rpm. The extra boost pays off in fast climb but test pilot Runyon said you need to back off to about 2000 rpm in the pattern or the Falcon will speed right to 120 knots. Fuel burn at 2400 rpm is 5.2 gph, stated Bailey. The direct-drive (no gearbox) O-233 sets a new benchmark for LSA powerplants with a 2,400-hour TBO. Renegade Light Sport reports working closely with Lycoming and Champion Aerospace to develop this engine and its ignition system.