Dan Johnson, Author at ByDanJohnson.com

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.

Maverick First to Market as LSA “Flying Car”

By Dan Johnson || October 5, 2010 Leave a Comment (Edit)

Unlike Transition, Maverick does not need to meet federal motor vehicle standards. It's classified as a kit car and is thereby exempt from those onerous requirements. Though I-tec Design Manager Troy Townsend drove it 1,400 miles from central Florida to Oshkosh, Maverick was created to be more of an off-road vehicle. Company videos appear to show Maverick is well suited to this role (plus they're well edited and fun to watch).

"The Orlando office of the FAA issued an historic Special Light Sport Aircraft airworthiness certificate to I-tec," stated the company. Troy clarified saying this was "the first-ever certificate issued for a vehicle that drives and flies." Maverick is the culmination of six years of R&D by I-tec — the Indigenous Peoples' Technology and Education Center — a Christian non-profit humanitarian organization based in Dunnellon, Florida. I-tec is lead by Steve Saint who spent his youth in the frontier regions of Ecuador. He identified many of the primary requirements for what he calls a "frontier vehicle." It must be rugged, and be easy to service in remote areas; use widely available automotive fuel; and be able to fly over terrain when the roads fail. Maverick fits the bill.

Maverick's patented "Dual Drive System," with "Integrated Controls" — meaning it drives and flies using the same steering wheel and gas pedal. Powered by a 128-hp engine, the 900-pound Maverick can reach 80 mph on pavement.

For pilots, the "Wing Deployment System" makes Maverick distinct. A carbon fiber mast telescopes up (see photo) and by crossing the mast with a span bow at the leading edge, Maverick can maintain its parachute aloft after landing. This permits the flying dune buggy to land in a tiny space with rough terrain that would not allow conventional lay out of a parachute canopy.

The project aimed to fill a need for frontier transportation. The organization didn't set out to become a manufacturer. So I-tec is entertaining the possibility of licensing production to an outside entity in order to concentrate on its "engineering ministry" focused on health care for people beyond the reach of medical services. Priced at $84,000, a few early buyers can qualify for $79,000.

Terrafugia has been getting tons of press and no wonder. The MIT brain trust developing the Transition is breaking new ground in numerous ways. While we await their sophisticated “roadable airplane,” a simpler flying car concept won its SLSA approval on September 28, 2010. Entering the SLSA List at #110… welcome I-tec Maverick. Like Transition, this is one clever critter. Unlike Transition, Maverick does not need to meet federal motor vehicle standards. It’s classified as a kit car and is thereby exempt from those onerous requirements. Though I-tec Design Manager Troy Townsend drove it 1,400 miles from central Florida to Oshkosh, Maverick was created to be more of an off-road vehicle. Company videos appear to show Maverick is well suited to this role (plus they’re well edited and fun to watch). “The Orlando office of the FAA issued an historic Special Light Sport Aircraft airworthiness certificate to I-tec,” stated the company.

Smooth Ekolot Topaz Makes First U.S. Appearance

By Dan Johnson || October 1, 2010 Leave a Comment (Edit)

Just when you thought the LSA industry was running out of models (109 presently show on our SLSA List)... here comes one of the sharpest examples I've seen. NIU Group used the Midwest LSA Expo as the venue to debut an airplane I've seen in Europe (more than 100 flying). Previously in the U.S., we have seen the Junior from the same company.

In the accompanying photos we see the top-of-the-line Topaz and a handsome machine it is, both outside and inside. With its automotive-styled, leather-trimmed interior, Topaz presents an attention-getter for any airport ramp and the Midwest LSA Expo was no exception. Attendees were drawn to the gorgeous new LSA represented by Krzysztof Siuba. He's aware his first name is difficult for Americans, so he just says, "Call me Kris." Whew! Good.

As with many European producers, Poland-based Ekolot has experience with sailplanes and the composite finish shows a glider producer's attention to an exceptionally smooth finish. Get factory tech specs (metric) but the U.S. translation is: wing span 35.3 feet; wing area 109 square feet; gross weight 1,232 pounds (per Kris, factory specs show the Euro microlight figure of 992 pounds); empty weight 639 pounds, meaning Topaz has a useful load of 593 pounds and a payload with full fuel of 485 pounds; fuel 18 gallons, cruise 123 mph (107 knots); climb 1,575 fpm; stall 34 mph. Standard power is the 80-hp Rotax 912 with a three-blade composite prop. For the largest Americans the interior may feel small but most will enjoy the striking cabin. Many clever features are revealed and the Topaz is worth a closer look. It is sold standard with an whole-airframe emergency parachute. A glider pilot, Kris is presently working through the ASTM process and preparing the plane and his enterprise for American sales.

Just when you thought the LSA industry was running out of models (109 presently show on our SLSA List)… here comes one of the sharpest examples I’ve seen. NIU Group used the Midwest LSA Expo as the venue to debut an airplane I’ve seen in Europe (more than 100 flying). Previously in the U.S., we have seen the Junior from the same company. In the accompanying photos we see the top-of-the-line Topaz and a handsome machine it is, both outside and inside. With its automotive-styled, leather-trimmed interior, Topaz presents an attention-getter for any airport ramp and the Midwest LSA Expo was no exception. Attendees were drawn to the gorgeous new LSA represented by Krzysztof Siuba. He’s aware his first name is difficult for Americans, so he just says, “Call me Kris.” Whew! Good. As with many European producers, Poland-based Ekolot has experience with sailplanes and the composite finish shows a glider producer’s attention to an exceptionally smooth finish.

Jabiru-Powered Rans S-19 Is Simply Superb

By Dan Johnson || September 30, 2010 Leave a Comment (Edit)

Rans makes the S-19 kit; Jabiru provides the "go" for this one.

Pete Krotje (L) and Mark Stauffer remove the cowling for our camera.

Six cylinders of gleaming power provide 120 horsepower.

Pilots seem to love more power. All other things being equal, a more potent engine is preferred to one with less power. Pilots also like sweet-handling airplanes. So, put 20 more horses in front of the S-19 Venterra and you've really got something. *** At the recent Mt. Vernon Midwest LSA Expo, I got to fly with Mark Stauffer in the Rans S-19 Venterra powered by the 120-hp Jabiru 3300. Saturday was beautiful and a great day for flying, but it wasn't just the agreeable weather that caused me to land (quite well, thank you) with a big smile on my face. This combo is darn near perfect, in my opinion. Now, I'm also a fan of Rotax's 912 series, but this six cylinder Jabiru engine was one of the few experiences I've had where the powerplant ran like the proverbial sewing machine. That comparison is often made but not always entirely factual. *** We flew slowly, down into the high 30 knot range and we flew fast, right up to the speed limit of LSA. Sweet throughout! At 2,850 rpm — where Jabiru establishes their maximum continuous power setting — we clipped along at a true airspeed of 120 knots at 4,500 feet MSL. You could consume more fuel and go somewhat faster (legally, since it's above max continuous) but why would you? The 3300 Jabiru purred like a contented kitty and made minimal noise and almost no vibration. I can't recall all the LSA flights I've made with different powerplants, but this had to be one of the very smoothest. *** Jabiru USA bought the S-19 ("at full retail") from Rans to engineer the firewall-forward installation. The Shelbyville, Tennessee company makes a firewall-forward kit (FFK) for Zenith aircraft (CH-601, -650, -701, -750) plus other Rans models. With their FFK Jabiru USA supplies everything forward of the firewall except the nosewheel including a gutsy cowling modeled after the Arion Lightning also made in Shelbyville. *** Regular Rans S-19 factory pilot Tracy Standish put the 3300-powered S-19 through its paces and came away duly impressed, she said. Coming from a talented pilot of several Rans models, this means more than my enthusiasm. Tracy flew a Rotax-powered S-19 to the Midwest LSA Expo so her ability to compare was also better. *** After a few more hours of evaluation, Jabiru USA will sell the S-19 (as an amateur-built kit) and move on to other projects. If you want a terrific example of a Light-Sport Aircraft, you better call Jabiru USA now.

It’s Show Time for the Midwest LSA Expo

By Dan Johnson || September 22, 2010 Leave a Comment (Edit)

Meet the Boss - Chris Collins leads the organization producing the Midwest LSA Expo.

Check out how it looked last year.

The second annual Midwest LSA Expo is set to launch. The exhibitor count is up from last year's inaugural event, according to main organizer Chris Collins. Print and web publisher Roy Beisswenger has organized a slate of forums (click for a PDF list), including yours truly. Aviators Hot Line has a special edition and General Aviation News is producing the program, which this year will feature data about all exhibiting aircraft plus offer informative articles. If you can't wait to see what's happening or if you're planning your visit, you can check out this program right here. *** Last year's first event was praised for the good organization (fairly amazing for a first year when glitches usually appear). Hotels and restaurants weren't far away and the airport terminal building offers dining, regular airport services, and regular bathrooms, not porta-potties. Indeed, how civilized! *** The Midwest LSA Expo is about a week earlier than last year and being in southern Illinois (a long state), weather should be mild. *** Last year Collins reported 42 airplanes on display plus another 30 exhibitors. Catch more detail on the video appearing on the show's website. *** People flying in — and plenty did — can catch a shuttle provided by the organizers to nearby hotels and restaurants. Last year, hotels were readily available so even those without reservations should be able to find accommodations. *** I'll arrive for opening on Thursday September 23rd. The Midwest LSA Expo runs through Saturday the 25th. Come on down and enjoy some Light-Sport Aircraft action!

The second annual Midwest LSA Expo is set to launch. The exhibitor count is up from last year’s inaugural event, according to main organizer Chris Collins. Print and web publisher Roy Beisswenger has organized a slate of forums (click for a PDF list), including yours truly. Aviators Hot Line has a special edition and General Aviation News is producing the program, which this year will feature data about all exhibiting aircraft plus offer informative articles. If you can’t wait to see what’s happening or if you’re planning your visit, you can check out this program right here. *** Last year’s first event was praised for the good organization (fairly amazing for a first year when glitches usually appear). Hotels and restaurants weren’t far away and the airport terminal building offers dining, regular airport services, and regular bathrooms, not porta-potties. Indeed, how civilized!

IFR “Certification” of Avionics

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

Lately the subject of flying IFR (Instrument Flight Rules) has occupied my time and more than a few pixels on this website. The debate centered on flight into IMC (Instrument Meteorological Conditions... or situations with no or low visibility, or simplistically, flight into clouds). Although I spend 100% of every day on the subject of Light-Sport Aircraft and other flying machines used for aerial recreation, I can also make mistakes explaining all the ins and outs of the six-year-old regulation abbreviated as SP/LSA. I corrected my last SPLOG post on this subject, but I enlisted Robert Hamilton of Dynon to help further. Robert had politely explained to me that I'd made an error. Rather than tackling this myself, I asked him to contribute. From Robert... "At Dynon we are often asked if our avionic products are 'Certified' for IFR flight. In fact, there is no such thing as 'IFR Certification' for amateur-built and LSA aircraft, and so answering the question requires an explanation.

"The relevant regulation is FAR 91.205, which lists equipment that is required for various types and times of flight: VFR, VFR Night, and IFR. Included for IFR flight are such things as two-way communication and navigation equipment, gyroscopic rate-of-turn indicator, sensitive altimeter, artificial horizon, etc. Most modern digital glass panel avionics meet these requirements for the analog gauges they replace. Interestingly, the definition of 'gyroscopic rate-of-turn' is based on functionality, and so includes solid-state MEMS (micro-electro-mechanical system) devices which are used in most digital, solid-state AHRS (Attitude Heading Reference Systems). There are many thousands of home-built aircraft legally flying IFR with 'non-certified' Dynon digital avionics. "Does this mean a Light Sport Aircraft with the same digital avionics is IFR legal? The answer to that question must come from the ASTM F37 LSA committee and the aircraft manufacturer. Assuming a LSA is equipped to meet the requirements of FAR 91.205, the avionics equipment is not a restriction. However, the overall aircraft operating limitations are specified by the manufacturer according to the standards written by ASTM committee members and subsequently accepted by FAA." Hopefully Robert answered the question, but as I've noted earlier, this is not likely the end to the vigorous IFR/IMC discussion.

Lately the subject of flying IFR (Instrument Flight Rules) has occupied my time and more than a few pixels on this website. The debate centered on flight into IMC (Instrument Meteorological Conditions… or situations with no or low visibility, or simplistically, flight into clouds). Although I spend 100% of every day on the subject of Light-Sport Aircraft and other flying machines used for aerial recreation, I can also make mistakes explaining all the ins and outs of the six-year-old regulation abbreviated as SP/LSA. I corrected my last SPLOG post on this subject, but I enlisted Robert Hamilton of Dynon to help further. Robert had politely explained to me that I’d made an error. Rather than tackling this myself, I asked him to contribute. From Robert… “At Dynon we are often asked if our avionic products are ‘Certified’ for IFR flight. In fact, there is no such thing as ‘IFR Certification’ for amateur-built and LSA aircraft, and so answering the question requires an explanation.

FAA Assessment Report

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

The following is taken from FAA's "Light-Sport Aircraft Manufacturers Assessment" Final Report issued May 17, 2010. It has not been edited or changed in any way other than to format for Web posting. Light-Sport Aircraft Manufacturer Assessment ----- Final Report ----- Issued May 17, 2010 EXECUTIVE SUMMARY This report presents the results of the Light-sport Aircraft Manufacturers Assessment (LSAMA), (herein referred to as assessment and team). This executive summary briefly discusses the assessment team's analysis, conclusions, and recommendations based on data collected during the assessment. GOAL The assessment team's goal was to review current LSA manufacturing industry systems and processes through on-site evaluation, analysis, and reporting. The team was also tasked to recommend enhancements to industry consensus standards for LSA design, manufacturing, continued airworthiness, and maintenance and FAA processes and procedures. The team's methodology was to collect data from LSA manufacturers, including their extensions and distributors, located in the United States. The team collected data on LSA industry compliance with applicable regulations, standards, and existing processes. METHODOLOGY The team developed survey questions and data gathering tools, performed evaluations, analyzed collected data, and developed conclusions and recommendations. The team designed the questions to evaluate the LSA industry's understanding and application of applicable regulations, standards, processes and procedures. The team developed conclusions and recommendations based on the analysis of the collected data, team observations, and comments and suggestions of individuals the team interviewed during the assessment. The team evaluated 14 manufacturers, including their extensions and 16 distributors. This sample of 30 LSA facilities established a 93 percent confidence level that the results of this assessment represent the LSA industry as a whole. The assessment surveys began in September 2008 and were completed in March 2009. The assessment survey participants were cooperative and provided unrestricted access to their LSA facilities. They exhibited a willingness and desire to build and promote safe LSA. CONCLUSIONS This [Manufacturers Assessment report from May 17, 2010] identifies four areas that need minor to significant improvement. Deficiencies vary from facility to facility, by degree, quantity, and type. 1. Compliance with FAA-accepted consensus standards The majority of LSA facilities surveyed could not fully demonstrate their ability to comply with certain consensus standards. The assessment indicates that manufacturers are making statements of compliance for aircraft that may not fully meet certain consensus standards. We have concluded that relying solely on the manufacturer's statements of compliance, for the issuance of airworthiness certificates, should be reconsidered. 2. Implementation of manufacturing systems Some manufacturers have failed to implement widely accepted internal quality control and production procedures that are necessary to assure minimal compliance to the ASTM consensus standards. Many manufacturers also lacked corrective action systems used to address systemic deficiencies. Further compounding this scenario is the fact that current consensus standards identify only minimum requirements without a systems-based approach which only exacerbates procedural and record keeping weaknesses. We conclude that these lack of controls may result in the production and distribution of such poorly documented aircraft that it may be very difficult to verify conformity. Distributors have not developed and implemented manufacturing and quality system procedures for many of the tasks they perform. When distributors perform assembly, inspections, and other functions, they seldom use the manufacturers' procedures, records, or controls. The consensus standards do not require distributors to use process control procedures and as a result, distributors have only partial manufacturing and quality system procedures and associated records. We conclude that the consensus standards need revision to require documented controls and processes for assembly and other production functions that distributors perform prior to airworthiness inspections and flight. 3. Understanding FAA regulatory requirements, policy and guidance, and industry consensus standards We conclude that industry and FAA designees have inadequate knowledge of FAA regulatory requirements and policies and ASTM/industry consensus standards. The evidentiary factors for this conclusion include: (1) inadequate application of manufacturing process procedures necessary to establish eligibility, (2) misinterpretations of the intent of FAA regulatory requirements, policy and guidance, and industry consensus standards, (3) misinterpretations of overall roles and responsibilities of the various industry entities (manufacturers, their extensions and distributors), (4) non-standardized methods and sequencing of airworthiness certification, and (5) uncertainty of appropriate contacts for needed guidance. 4. Industry's system for managing, assessing, and maintaining the effectiveness of the consensus standards The industry does not have a means to communicate with manufacturers on how to comply with the requirements of the consensus standards. We conclude that the process for evaluating compliance with the standards and taking corrective action needs significant improvement. Additionally, the process for maintaining and updating consensus standards needs improvement. RECOMMENDATIONS The team developed its recommendations based on data analysis, conclusions, trending indicators, and industry responses to a questionnaire. Specific recommendations are located in section 2.1 through 2.8 of this report, and the following summarizes those recommendations: Industry: *** Take immediate steps to fully comply with FAA regulatory and consensus standard requirements. *** Standardize the continuous airworthiness notification process for all LSA types. *** Develop training to ensure industry fully understands FAA regulatory and policy requirements, and the methods and means to comply with those requirements. *** Establish periodic meetings between FAA and industry to work toward full compliance to FAA regulatory and consensus standard requirements. *** Conduct an initial conformity inspection of all first-time-manufactured LSA models. *** Continue assessments of manufacturers, extensions, and distributors. *** Review current accepted consensus standards for adequacy and revise existing standards or create new standards where necessary. FAA: *** Update existing policy (Advisory Circulars and Orders) pertaining to airworthiness certification requirements, registration marking, and designee management. *** Update Designated Airworthiness Representative(s) (DAR) and advisor training. *** Establish a process to receive safety alerts, directives, and other pertinent information. *** Continue oversight of the LSA manufacturers to assure compliance with FAA requirements and ASTM consensus standards. If you wish to download a PDF file version of the full-length "Final Report from FAA," click here. An even longer "Industry Participant Supplemental" report was offered only to companies that were assessed. The Supplemental Report reaches no new conclusions but supplies additional detail.

The following is taken from FAA’s “Light-Sport Aircraft Manufacturers Assessment” Final Report issued May 17, 2010. It has not been edited or changed in any way other than to format for Web posting. Light-Sport Aircraft Manufacturer Assessment —– Final Report —– Issued May 17, 2010 EXECUTIVE SUMMARY This report presents the results of the Light-sport Aircraft Manufacturers Assessment (LSAMA), (herein referred to as assessment and team). This executive summary briefly discusses the assessment team’s analysis, conclusions, and recommendations based on data collected during the assessment. GOAL The assessment team’s goal was to review current LSA manufacturing industry systems and processes through on-site evaluation, analysis, and reporting. The team was also tasked to recommend enhancements to industry consensus standards for LSA design, manufacturing, continued airworthiness, and maintenance and FAA processes and procedures. The team’s methodology was to collect data from LSA manufacturers, including their extensions and distributors, located in the United States.