Dan Johnson, Author at ByDanJohnson.com

Skycatcher Increases Orders; LSA Industry Adjusts

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

Czech LAA official, Jan Fridrich (who compiles SLSA registration data used on ByDanJohnson.com), suggests Cessna's Skycatcher orders may have caused a decrease in an otherwise steady rate of registrations. Look for an upcoming SPLOG with more details.

Cessna reported 920 orders for Skycatcher in the 10 weeks between EAA's AirVenture and AOPA's Expo. Curiously, FAA data for SLSA registered through September 2007 showed a slip in the pattern of steady monthly growth. Does it sound logical that Cessna's $4.6 million of orders -- the retail price value of 40 or 45 SLSA -- account for this slump? Although refundable, those orders should eventually translate to more than $100 million worth of Skycatcher sales. Cessna said it expects to produce 700 a year at full production. *** Let's compare that with the balance-of-the-industry performance. Three quarters of the way through 2007, the entire LSA industry has registered 609 airplanes. On an annualized basis this yields 812 units. So, if industry players other than Cessna can double sales in two years (a reasonably conservative estimate), Cessna would represent 30% of the total when they reach full production. Cirrus and their SRS must also be factored in and other entries could bring more changes. FAA registration does not precisely match airplane production or deliveries.

Cessna reported 920 orders for Skycatcher in the 10 weeks between EAA’s AirVenture and AOPA’s Expo. Curiously, FAA data for SLSA registered through September 2007 showed a slip in the pattern of steady monthly growth. Does it sound logical that Cessna’s $4.6 million of orders — the retail price value of 40 or 45 SLSA — account for this slump? Although refundable, those orders should eventually translate to more than $100 million worth of Skycatcher sales. Cessna said it expects to produce 700 a year at full production. *** Let’s compare that with the balance-of-the-industry performance. Three quarters of the way through 2007, the entire LSA industry has registered 609 airplanes. On an annualized basis this yields 812 units. So, if industry players other than Cessna can double sales in two years (a reasonably conservative estimate), Cessna would represent 30% of the total when they reach full production.

Cessna’s Skycatcher Will Be Built in China

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

Made in China, with American engineering and support...that's the plan for Cessna Skycatcher. Shenyang has 16,000 employees, builds airline components, and is a subsidiary of China Aviation Industry Corporation I (AVIC I).

It's rare for the Wall Street Journal to print a single word about Light-Sport Aircraft, but today's edition has the Skycatcher at the top of the front page. Confirming earlier speculations, the Wichita airplane company has chosen to build its LSA in China. The difference from other ventures (Boeing, Airbus, Bombardier) is that Cessna will have Shenyang Aircraft build the entire airplane. Continental engines and Garmin avionics will be shipped to China *** Cessna says they can't afford to build the Skycatcher in the U.S., quoting the CEO of Textron (Cessna's parent) as saying Skycatcher would cost $71,000 more if built in America. Cessna is also hoping to establish a foothold in a country where private aviation is currently tiny (12,840 civilian pilots) but where the potential is large. *** Some are skeptical. State-owned companies in China are notorious for not protecting intellectual property. And, according to the president of Shenyang, his company will be the "sole source supplier of Skycatcher." Many companies avoid single sources because it limits their options. Yet Cessna has a four-year relationship with Shenyang and is confident the airplane will be "world class." Finally, Cessna went forward with buying Columbia Aircraft, calling the low wing a "good fit" with their other aircraft.

It’s rare for the Wall Street Journal to print a single word about Light-Sport Aircraft, but today’s edition has the Skycatcher at the top of the front page. Confirming earlier speculations, the Wichita airplane company has chosen to build its LSA in China. The difference from other ventures (Boeing, Airbus, Bombardier) is that Cessna will have Shenyang Aircraft build the entire airplane. Continental engines and Garmin avionics will be shipped to China *** Cessna says they can’t afford to build the Skycatcher in the U.S., quoting the CEO of Textron (Cessna’s parent) as saying Skycatcher would cost $71,000 more if built in America. Cessna is also hoping to establish a foothold in a country where private aviation is currently tiny (12,840 civilian pilots) but where the potential is large. *** Some are skeptical. State-owned companies in China are notorious for not protecting intellectual property. And, according to the president of Shenyang, his company will be the “sole source supplier of Skycatcher.” Many companies avoid single sources because it limits their options.

Lower-Priced LSA Coming to Sun ‘n Fun

By Dan Johnson || April 3, 2010 Leave a Comment (Edit)

Price Cuts! -- Among good values being offered are great deals from Flight Design and Jabiru. Come to Sun 'n Fun, find them in the LSA Mall, and see if you find your magic price.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota... all before Sun 'n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun 'n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900. With some nice equipment, it remains less than $95,000. The company's more spacious J-230 is being offered for $97,900 base and pretty well equipped for $105,000. *** All these numbers can be made more affordable through partnering or finance, both of which have good support. *** Other observed bargains: SeaMax, a well-equipped, performance amphibian for $140,000 range; Aerotrek, still holding a line below $70,000 for their handsome A220/A240; the RANS S-6LS is a value at $63,000; SeaRey kits offer the lowest amphib cost among LSA; and a low-price leader is the X-Air LS for $59,995. *** I'm also sure I left out someone deserving, so come to Sun 'n Fun and find the deal for you. I've not seen a better time to buy an LSA.

After a tough winter in most parts of the USA, spring evidently arrived early with 80-degree temperatures as far north as Minnesota… all before Sun ‘n Fun. More good news: After its coldest winter since the early 1980s Florida is extremely pleasant now, warm with low humidity. *** Indications are the economy continues bearing down on Light-Sport aviation. Confronted with cautious customers, some aircraft producers have tightened their costs and are offering sharply lower prices in time for Sun ‘n Fun. *** Flight Design announced its CTLS Lite, which makes two impressive accomplishments. By slightly trimming the equipment list and making other adjustments, the market leader was able to slice $20,000 off the price, coming in at $119,800. They also cut a most impressive 50 pounds from the empty weight. *** Jabiru USA offers two models discounted for a short time. Taking $11,000 off the price of their J-170 brings the base to $85,900.

It’s B-A-C-K! Second Chantz Returnz to Chutz

By Dan Johnson || March 31, 2010 2 Comments (Edit)

Rocketing Back -- While John Dunham gets his new website up, you can explore current offerings and read his historical blog. I predict a lot of underserved light aircraft customers will welcome the re-entrance of Second Chantz with enthusiasm. For more info: Call 775-315-0133 or email Second Chantz.

Once Upon a Time... Two companies competed vigorously for the airframe (ballistic) parachute market. One was BRS. The other was Second Chantz, run by longtime proprietor and system designer, John Dunham. In a deal back in 1995, John agreed to cease competing with BRS, which went on to fame and fortune with the parachute for Cirrus airplanes and LSA. *** Now, zap forward a decade and a half. BRS is working hard to be a military contractor, and -- while still pursuing the airframe parachute business with a couple larger customers -- their corporate focus is elsewhere. I say "good luck with that" but the light aircraft community badly needed another company to offer services: repacking, repairs and maintenance, and new systems for aircraft BRS had no time to assist. *** Why start a company now, after 15 years of being out of the business, and with the country in a deep recession? John answered simply, "It's what I know and love." *** Before selling out to the larger company, Dunham had started developing a compressed air rocket motor that had great promise fifteen years ago. The idea languished but today technical improvements make that concept much more viable thanks to much increased stored pressures. John will pursue his "A.I.R." system as he rebuilds his former business (well, technically a different business but the mission is the same). *** John stated in a recent news release, "Second Chantz will distribute new ballistic recovery systems manufactured by the Czech Company, Stratos 07, known (to Americans) as 'Magnum Parachute Systems'." [UPDATE 6/10/10 -- Second Chantz elected not to become the distributor for Magnum.] "And we will bring back [our] patented A.I.R. equipped recovery devices for hang gliding and paragliding pilots." In addition, thousands of Second Chantz systems can now be serviced by the company that originally made them. And, the new company could establish service for BRS systems. *** In all, this is a significant gain for the light aircraft community.

Once Upon a Time… Two companies competed vigorously for the airframe (ballistic) parachute market. One was BRS. The other was Second Chantz, run by longtime proprietor and system designer, John Dunham. In a deal back in 1995, John agreed to cease competing with BRS, which went on to fame and fortune with the parachute for Cirrus airplanes and LSA. *** Now, zap forward a decade and a half. BRS is working hard to be a military contractor, and — while still pursuing the airframe parachute business with a couple larger customers — their corporate focus is elsewhere. I say “good luck with that” but the light aircraft community badly needed another company to offer services: repacking, repairs and maintenance, and new systems for aircraft BRS had no time to assist. *** Why start a company now, after 15 years of being out of the business, and with the country in a deep recession?

Cool Electric Aircraft… Beginning the Future?

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

World Champ -- Doing the flying in such a relaxed manner (video) is Manfred Ruhmer who holds the distance record in an unpowered hang glider at 701 kilometers (435 miles), both an athletic achievement as well as impressive piloting. Americans are also active. Read about the American Electra Flyer trike.

Electric is hot! Even in a dull economy with sluggish airplane sales, the spark of electric power is crackling with life. Numerous projects have been announced and organizations like EAA are making way for electric airplanes to showcase themselves at big shows like AirVenture. *** Now, from an Italian manufacturer comes the work of world champion hang glider pilot, Manfred Ruhmer, and his Icaro 2000 electric weight-shift trike. *** OK, you may be a pilot who wants structure around yourself and perhaps a glass cockpit with autopilot or the maximum speed permissible. But check out the video below. To me, it looks like a dream... very low noise (except for a whir from the prop blades -- blades that fold back when you cut power); easy, one-handed flying; a low cost way to see the countryside on a pretty day. The video showed the electric-powered trike being flown by an expert but I can imagine the fun I could have with this. *** Read Icaro's tech specs. And here's more technical description from CAFE Foundation. *** Manfred's trike is modestly priced (subject to change). Of course, just like an electric golf cart, batteries form a goodly chunk of the whole cost. More fairly, battery expense should be compared to fuel cost over time but you have to buy the batteries up front. An electric Icaro trike will run $11,000 to $15,000 plus shipping and you'll still need a wing. Add it all up and it might run $16,000-22,000 but you'd have one nifty little aerial toy... assuming you don't mind a breeze on your knees. *** Now, catch this fun video --

Info from Engine Gurus; via Video or eLearning

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

Rotax Gurus -- Phil Lockwood (L) and Dean Vogel (R) may not look like "gurus," but each of these fellows has enough knowledge to qualify. LSA owners and pilots may enjoy their Rotax courseware, but A&P mechanics really need to investigate. Phil will give a free seminar at Sun 'n Fun in the FAA building at 10 AM on Sunday April 18.

Rotax gurus Phil Lockwood and Dean Vogel updated their "Rotax 912 Engine Introduction" DVD with a free nine-minute YouTube posting. On-camera, the dynamic duo covered the new AeroShell Sport Plus 4 engine oil, new oil pressure sender, 10% ethanol guidelines, details of the Rotax 912 2,000-hour TBO (Time Between Overhaul) plus a demonstration of how to get the updated Rotax information. See Rotax on BeASportPilot.com. *** Online and video entrepreneur Paul Hamilton published an on-line eLearning course for renters, students, pilots, owners and mechanics. Paul stated, "This is needed by FBOs, schools, instructors, and manufacturers to qualify operators for 'basic' operation of Rotax 912 engines. This is especially important for pilots and mechanics transitioning from classic aircraft engines (Continental/Lycoming)." *** The eLearning course provides video from Lockwood and Vogel plus classical text for the course covering the proper oils, fuels, coolants, starting and idling. Successful completion of a fifteen question quiz at the end provides a certificate. Here's a good deal! Paul said his course is currently free but will be priced at $49.95 when the "trial is over." Check out the course at Aviation-eLearning.com. *** This blog was prepared in cooperation with Paul Hamilton of Adventure Productions, BeASportPilot.com, and Aviation eLearning. Paul is one of my go-to guys on Sport Pilot issues and his websites are full of useful info and easy-to-watch videos. --Dan Johnson

Rotax gurus Phil Lockwood and Dean Vogel updated their “Rotax 912 Engine Introduction” DVD with a free nine-minute YouTube posting. On-camera, the dynamic duo covered the new AeroShell Sport Plus 4 engine oil, new oil pressure sender, 10% ethanol guidelines, details of the Rotax 912 2,000-hour TBO (Time Between Overhaul) plus a demonstration of how to get the updated Rotax information. See Rotax on BeASportPilot.com. *** Online and video entrepreneur Paul Hamilton published an on-line eLearning course for renters, students, pilots, owners and mechanics. Paul stated, “This is needed by FBOs, schools, instructors, and manufacturers to qualify operators for ‘basic’ operation of Rotax 912 engines. This is especially important for pilots and mechanics transitioning from classic aircraft engines (Continental/Lycoming).” *** The eLearning course provides video from Lockwood and Vogel plus classical text for the course covering the proper oils, fuels, coolants, starting and idling.

Oh, Canada! LSA Finally Welcome… Sort Of

By Dan Johnson || March 18, 2010 Leave a Comment (Edit)

Flying North? -- You can now fly your LSA to Canada assuming you have a current FAA Medical and a Private ticket or better. But you'll need a Transport Canada "Standardised Validation form," available at TC's website.

Snowbirds will soon be flying south for Sun 'n Fun. But as winter thaws into spring and summer, some Yankees may wish to fly their Light-Sport Aircraft north into Canada. Now, thanks to our good friends at EAA, American pilots may finally do so, reported another good friend, Mary Grady, a journalist for AvWeb. After nearly a two-year negotiation America's neighbor to the north finally views LSA to be as airworthy as a homebuilt experimental. Northbound pilots must still have an FAA Medical and a Private license or higher but at least prior authorization from Mother Canada and a $100 fee were dropped. *** The relaxation of some rules is the result of effort by folks like EAA's government relations director, Randy Hansen. Earlier, Light-Sport pilots were required to call Transport Canada and receive authorization to operate a LSA in the country, obtain a validation form that had to remain in the aircraft, plus pay a $100 fee. "Now LSA owners simply have to download the form and follow customs requirements. The $100 fee has been eliminated," said Hansen. "Discussions for making the change began at AirVenture 2008." *** Transport Canada -- roughly equivalent to FAA -- continues to refuse entry to American Sport Pilot certificate holders using their state driver's license as evidence of medical fitness. "But we're working on that, too," Hansen concluded. For more on this topic, see Jim Lawrence's blog post below.

Snowbirds will soon be flying south for Sun ‘n Fun. But as winter thaws into spring and summer, some Yankees may wish to fly their Light-Sport Aircraft north into Canada. Now, thanks to our good friends at EAA, American pilots may finally do so, reported another good friend, Mary Grady, a journalist for AvWeb. After nearly a two-year negotiation America’s neighbor to the north finally views LSA to be as airworthy as a homebuilt experimental. Northbound pilots must still have an FAA Medical and a Private license or higher but at least prior authorization from Mother Canada and a $100 fee were dropped. *** The relaxation of some rules is the result of effort by folks like EAA’s government relations director, Randy Hansen. Earlier, Light-Sport pilots were required to call Transport Canada and receive authorization to operate a LSA in the country, obtain a validation form that had to remain in the aircraft, plus pay a $100 fee.

Come Visit the LSA Mall at Sun ‘n Fun 2010

By Dan Johnson || March 17, 2010 Leave a Comment (Edit)

Confirmed Participants at the Sun 'n Fun LSA Mall include: Jabiru; Arion; X-Air; FPNA; SeaRey; SeaMax; Flight Design; Breezer; Remos; Paradise; 3xTrim; MySky; Piper; and, Hansen Air Group. A full slate is expected before the show opens.

After becoming a hit feature of AirVenture in 2006, LSA Malls have become a fixture at major U.S. airshows. Visitors to EAA's big summer celebration of flight are now joined by crowds attending AOPA's Summit as well as the season-opening Sun 'n Fun "Spring Break for Pilots." Folks attending these top-drawing aviation trade shows have shown great enthusiasm for the LSA Mall concept -- derived from also-popular auto malls in major metro areas. *** They are appreciated because the LSA Malls gather a large group of the best-selling Light-Sport Aircraft for visitors to consider side-by-side. After perusing many of the top brands, visitors can then trek to a company's primary display for additional detail. *** In addition to positioning as many as 20 LSA in close proximity, the LAMA tent houses other companies that can dispense information on financing, flight training, engines, instrument panel gear, other LSA events, and publications. The LSA Mall at Sun 'n Fun 2010 will for the second year feature a professional display from Rotax helping customers inquire about service and details for the popular engine. A Jabiru powerplant will be on display in the LAMA tent. *** All this convenience for those intrigued by Light-Sport Aircraft is available just inside the entrance to the Sun 'n Fun grounds. Slightly relocated to the Southeast Exhibit Area (graphic), some 70-80% of all airshow attendees are expected to stroll through the LSA Mall as they arrive or depart the April 13-18 event. *** LAMA staff will be on hand to help any visitor find any exhibitor on the sprawling Sun 'n Fun grounds, so everyone is encouraged to stop in at the LSA Mall and see the latest and greatest before dispersing throughout all that Sun 'n Fun 2010 has to offer.

After becoming a hit feature of AirVenture in 2006, LSA Malls have become a fixture at major U.S. airshows. Visitors to EAA’s big summer celebration of flight are now joined by crowds attending AOPA’s Summit as well as the season-opening Sun ‘n Fun “Spring Break for Pilots.” Folks attending these top-drawing aviation trade shows have shown great enthusiasm for the LSA Mall concept — derived from also-popular auto malls in major metro areas. *** They are appreciated because the LSA Malls gather a large group of the best-selling Light-Sport Aircraft for visitors to consider side-by-side. After perusing many of the top brands, visitors can then trek to a company’s primary display for additional detail. *** In addition to positioning as many as 20 LSA in close proximity, the LAMA tent houses other companies that can dispense information on financing, flight training, engines, instrument panel gear, other LSA events, and publications.

NH:LSA Marketplace

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

Welcome to the LSA Market Place ByDanJohnson. In this new sponsor area, we are pleased to show the support of leading suppliers to the Light-Sport Aircraft industry. Major sponsors are shown up high. Click any company graphic below to read more about the company We encourage ByDanJohnson.com visitors to patronize our sponsors as shown below and on the right column of most pages, where you see Featured Aircraft, representing the best Light-Sport Aircraft available.

FAA Forecasts Robust LSA Growth… For A While

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

Growth Potential -- FAA wrote, "...new light sport aircraft could erode the replacement market for traditional piston aircraft." In 2008 single-engine fixed-wing piston aircraft totaled 166,514 aircraft. Comparable (fully-built) SLSA numbered 1,785 by the end of 2009, or 1.07%. Photos above depict the top four best sellers

FAA issued a 20-year forecast for aviation to 2030. According the the agency Light-Sport Aircraft sales will grow by 825 per year through 2013 and then taper off to 335 per year. Hmmm? One wonders why it should fall so dramatically and so soon? Except in a lousy 2009, the LSA industry has generously exceeded 335 units per year -- and this while the industry also had to build its entire infrastructure: a system of certification, distribution channels, service centers, parts inventory, trained flight instructors, and much more. *** The LSA industry's best year was 2007 at 565 airplanes. Last year, the figure was only 234 units. In 2006, 491 units were registered and 2008 added 406 units... all numbers relate to new SLSA fixed wing airplanes; add 15-20% for other Light-Sport Aircraft categories as weight-shift, powered parachute, and glider. *** Given Cessna's 1,000+ Skycatcher backlog, perhaps they'll build 200-400 per year in 2011, '12, and '13. If the rest of the industry returns to 400-600 per year -- approximately the track record so far -- total production would be 600-1,000 SLSA per year. So, FAA's figures appear in the ballpark... for the next three years. *** But then, what does the agency see happening to cause the industry to slide 60% to just over 300 units per year? Perhaps it's because FAA assumes a net growth of just 6,099 general aviation airplanes over 20 years, or 305 per year. Yet GA manufacturers logged 2,119 single engine general aviation (SEGA) deliveries in 2008 and 965 even in the awful 2009, which is significantly more than FAA's forecast 300 per year rate. It appears FAA envisions only modest growth for either GA or LSA in the next 20 years. Time will tell.

Seaplane LSA Fun Flying… the Season Approaches

By Dan Johnson || March 8, 2010 Leave a Comment (Edit)

Seaplane Envy -- Don't you wish this was your SeaMax awaiting your return to flight after lunch at the beach resort? Land, air, water... amphib seaplanes do it all.

Winter will soon yield to spring and summer, that time of year when flying from water becomes the delight of many pilots who have sampled this pleasure. Competing for their purchase in the LSA space, we have the FK Lightplanes Floatplane, FPNA A-22 Cape Town, and Legend AmphibCub. Other entries include SeaRey (close to declaring ASTM compliance); Mermaid (production plans uncertain), Icon (still in development), Colyaer Freedom (no U.S. representative), plus two trike amphibs with SLSA status (the Krucker Cygnet and Ramphos Trident). *** All this leaves out the SeaMax, which may actually be the strongest player among present SLSA amphibians. Logging its 10th year in 2009 AirMax has produced 98 SeaMaxes for worldwide sale. At $140,000, SeaMax once seemed rather expensive though today, many high-end SLSA command such prices. *** Consider the general appeal of the seaplane or floatplane compared to a land-only flyer. The seaplane adds many tens of thousands of reasonable landing areas and can access interesting locations unavailable to land planes. Plus, when following a route like a long river, you can reasonably fly only a few hundred feet up for hours, enjoying a view of the planet few people on Earth will ever see. SeaMax USA partner, Malcolm Jones, gained such an experience last year as he flew home from AirVenture, following the mighty Mississippi River through several states. *** SeaMax is a performance-oriented seaplane that's roomy and upscale inside. It takes a bit of training to fly confidently (honestly, like most LSA) but delivers a very satisfying experience of water flying.

Able Flight Adds to Scholarships: L-S Repairman

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

Very Able -- Able Flight has put broad smiles on some young faces by giving scholarships to students with disabilities so they can learn to fly. Above are featured some of Able Flight's success stories. Learn more about scholarships.

How can you do good for aviation and for a fellow American who wants to fly but has challenges? One organization shows the way. By any measure, Able Flight is doing good by enlarging the number of folks who learn to fly. That they do one better by helping people with disabilities learn to fly makes this a sure winner. If you agree, you can help with a donation. *** Able Flight says their mission is to offer people with disabilities a unique way to challenge themselves through flight training, and by doing so, to gain greater self-confidence and self-reliance. I would hasten to add Able Flight also adds to the pilot population... nearly all aviators see this as a good thing. Yet becoming a pilot is only one way people can enter aviation to its benefit. *** "With Able Flight's new Career Training Scholarship, it is now possible for a person with a physical disability to earn an FAA-issued Repairman Certificate for Light Sport Aircraft in only three weeks, and use that certificate to work at an existing maintenance facility or become an entrepreneur and create their own business," stated Charles Stites, Executive Director. "From the time Able Flight was founded, we've been looking for opportunities to help people with disabilities find a career in aviation, a career that will allow them to become self-sufficient," explained Stites. "Our new Career Training Scholarship is an outstanding way to make that possible. A Repairman Certificate with a Maintenance rating (LSR-M, or Light-Sport Repairman able to do Maintenance) allows a person to have a very rewarding career working with Light Sport Aircraft."

How can you do good for aviation and for a fellow American who wants to fly but has challenges? One organization shows the way. By any measure, Able Flight is doing good by enlarging the number of folks who learn to fly. That they do one better by helping people with disabilities learn to fly makes this a sure winner. If you agree, you can help with a donation. *** Able Flight says their mission is to offer people with disabilities a unique way to challenge themselves through flight training, and by doing so, to gain greater self-confidence and self-reliance. I would hasten to add Able Flight also adds to the pilot population… nearly all aviators see this as a good thing. Yet becoming a pilot is only one way people can enter aviation to its benefit. *** “With Able Flight’s new Career Training Scholarship, it is now possible for a person with a physical disability to earn an FAA-issued Repairman Certificate for Light Sport Aircraft in only three weeks, and use that certificate to work at an existing maintenance facility or become an entrepreneur and create their own business,” stated Charles Stites, Executive Director.

Breezer II, Part II, Act I… All-Metal LSA Redux

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

It didn't work out the first time. Breezer I wasn't quite mature for market. The import structure was unwieldy adding cost and distancing the customer from the source. As Breezer Aircraft took over manufacturing of the all-metal LSA, Breezer II arrived in 2008 joining new leadership in Europe with fresh representation in the USA. *** As of Sebring 2010, central Florida light aircraft guru Mike Zidziunas -- or simply "Mike Z" -- will become the point man for Breezer Aircraft USA. And he'll handle things differently from most LSA sellers. His plan is more like that used successfully by Cirrus. The source of the airplanes handles the whole country using representatives in various areas as touch points. "I feel that the conventional dealer network is ponderous and it's difficult to control the quality of service," expressed Mike. "To address service after the sale, when we deliver the airplane we offer as part of the purchase of the airplane a 5-hour FITS-style pilot training program. Insurance companies love this. But we also train the customer's maintenance person at their home airport." *** So, recapping: you buy an airplane from Breezer Aircraft USA; Mike will assemble, register, and fly it to your home field. He'll train you for five hours and he'll train your maintenance person. If problems arise, he'll come fix them. That may be too much service provided to sell a large number of airplanes but buyers are likely to feel pampered. Interestingly, this business model is used in the bizjet and exotic car markets as well. *** Read my upcoming full-length pilot report on Breezer II in the April 2010 edition of Light Sport and Ultralight Flying.

It didn’t work out the first time. Breezer I wasn’t quite mature for market. The import structure was unwieldy adding cost and distancing the customer from the source. As Breezer Aircraft took over manufacturing of the all-metal LSA, Breezer II arrived in 2008 joining new leadership in Europe with fresh representation in the USA. *** As of Sebring 2010, central Florida light aircraft guru Mike Zidziunas — or simply “Mike Z” — will become the point man for Breezer Aircraft USA. And he’ll handle things differently from most LSA sellers. His plan is more like that used successfully by Cirrus. The source of the airplanes handles the whole country using representatives in various areas as touch points. “I feel that the conventional dealer network is ponderous and it’s difficult to control the quality of service,” expressed Mike. “To address service after the sale, when we deliver the airplane we offer as part of the purchase of the airplane a 5-hour FITS-style pilot training program.

Light-Sport Represents 20-25% of GA Piston Sales

By Dan Johnson || February 27, 2010 Leave a Comment (Edit)

Market Crunch -- After the market fall of the last two years (like the snow-laden roof that crashed on a small flock of bizjets), LSA could recover first, thanks to lower purchase and operation costs. Balancing that... after five years of LSA, the entire industry still represents less than 1% of all single engine aircraft in America.

It has to get better! According to GAMA, the organization which represents the Type Certified aircraft world, "2009 worldwide shipments of general aviation airplanes declined for a second year in a row with a total of 2,276 units delivered, a 42.6 percent decrease over the previous year's total of 3,967 airplanes." However, GAMA numbers include twins and turbines, which include all bizjets. *** A fairer comparison to Light-Sport compares only piston aircraft. Here GAMA says, "The piston airplane segment experienced the greatest decline at 54.5 percent. Shipments totaled 965 airplanes in 2009, compared to 2,119 unit airplanes in 2008." *** Think about those two numbers. They compare to 234 LSA in the difficult year of 2009, down 42% from 2008's 406-unit performance. LSA sales -- as measured by aircraft N-number registrations -- show the ratios between general aviation and Light-Sport. In 2009 LSA sales equated to 24% of GA piston sales; both figures are industry-wide. In 2008 the ratio was 19%, so while significantly off, LSA did slightly better than GA piston sales in 2009. *** LSA registration numbers are down from 2007 (565 fixed wing aircraft registered) and 2006 (491). But discounting economic woes, the figures appear to show that LSA represent somewhere between 20 and 25% of GA piston sales and I predict this share will rise, with LSA becoming closer to 33 to 50% of all piston sales. *** When will that happen? It could be another five years, allowing for four factors: general economic recovery; increased acceptance of the LSA concept; continued adoption of ASTM standards in more countries; and the opening of potentially giant markets like China and India. Some experts believe global interest in LSA will also stimulate U.S. sales.

It has to get better! According to GAMA, the organization which represents the Type Certified aircraft world, “2009 worldwide shipments of general aviation airplanes declined for a second year in a row with a total of 2,276 units delivered, a 42.6 percent decrease over the previous year’s total of 3,967 airplanes.” However, GAMA numbers include twins and turbines, which include all bizjets. *** A fairer comparison to Light-Sport compares only piston aircraft. Here GAMA says, “The piston airplane segment experienced the greatest decline at 54.5 percent. Shipments totaled 965 airplanes in 2009, compared to 2,119 unit airplanes in 2008.” *** Think about those two numbers. They compare to 234 LSA in the difficult year of 2009, down 42% from 2008’s 406-unit performance. LSA sales — as measured by aircraft N-number registrations — show the ratios between general aviation and Light-Sport. In 2009 LSA sales equated to 24% of GA piston sales; both figures are industry-wide.

NH:SPLog home page

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

...a web log of developments in Sport Pilot/Light-Sport Aircraft Most recent 20 postings. Click here to see the next most recent 20 SPLOG posts.

…a web log of developments in Sport Pilot/Light-Sport Aircraft Most recent 20 postings. Click here to see the next most recent 20 SPLOG posts.

Writing about Aircraft…

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

Photo courtesy EAA

I'm not really one to blow my own horn (though you could be fooled by the frequency with which my name appears on this site). Still some visitors want to know the person behind the pilot reports, SPLOGs, videos, and our several Lists. In my magazine writing days it was only my name that appeared in articles ... that's where the "By Dan Johnson" website name started. Now, with web resources and videos, many of you recognize me at airshows. Thanks for the kind comments often received but I'd rather you focused on the content we offer here. For those genuinely interested, this section of the web site will tell you some things about me. We offer some news about our enterprise here but we hope our content speaks for our work. And I've included a short biography for those that truly want to know more about me; I should hope this is more than enough. As with all parts of this site, the "About ByDanJohnson" area will see regular changes. Check back from time to time — but really ... you're here for the airplanes. So, go enjoy! Dan Johnson Media Corp 2001 Steamboat Ridge Court Port Orange FL 32128-6918 P.S. I'd be remiss if I didn't thank my superb webmaster, Dan Barker, who helps edit this site and provides invaluable assistance in many areas.

I’m not really one to blow my own horn (though you could be fooled by the frequency with which my name appears on this site). Still some visitors want to know the person behind the pilot reports, SPLOGs, videos, and our several Lists. In my magazine writing days it was only my name that appeared in articles … that’s where the “By Dan Johnson” website name started. Now, with web resources and videos, many of you recognize me at airshows. Thanks for the kind comments often received but I’d rather you focused on the content we offer here. For those genuinely interested, this section of the web site will tell you some things about me. We offer some news about our enterprise here but we hope our content speaks for our work. And I’ve included a short biography for those that truly want to know more about me; I should hope this is more than enough.

NH:SPLog next 20

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

...a web log of developments in Sport Pilot/Light-Sport Aircraft Second most recent 20 postings. Continue reading more SPLOG posts. Click here to see our index, organized by date.

…a web log of developments in Sport Pilot/Light-Sport Aircraft Second most recent 20 postings. Continue reading more SPLOG posts. Click here to see our index, organized by date.

NH:Splog index

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

...a web log of developments in Sport Pilot/Light-Sport Aircraft Complete SPLOG Index of titles.

…a web log of developments in Sport Pilot/Light-Sport Aircraft Complete SPLOG Index of titles.

New Tandem SLSA Headed to Market

By Dan Johnson || February 20, 2010 Leave a Comment (Edit)

New Tandem -- The A-16 Sport Falcon is a handsome, all-metal tandem aircraft designed for ease of entry -- as shown top right by company proprietor Dave Saunders -- and huge visibility. Its closest cousin among existing LSA is the Italian Sky Arrow but Sport Falcon is substantially roomier inside ...and it is a Made-in-America design. Demo pilot Dan Rivera models at lower left.

Most of our tandem Special Light-Sport Aircraft -- Legend Cub, Courier, SportCub, Savage, Hornet, Hawk, and SkyArrow -- are recreational airplanes. Except for the last one (Italy's smooth, composite Sky Arrow) most might also fall into the "bush" category in that they are slower-flying, fabric-covered, rugged aircraft suitable for landing on unimproved airstrips. *** A brand-new tandem, not yet officially a SLSA, is the MySky MS-1, which I call a "performance tandem." MS-1 aims to go as fast as the category allows (120 knots) using its beefy 120-hp Jabiru 3300 powerplant. MySky's entry also plans a deluxe interior not found in most currently-approved tandem SLSA. *** Recently I trekked to California to fly a few hours in the A-16 Sport Falcon from AviaDesign. Company principal, Dave Saunders, has enjoyed a long, successful career creating structural improvements for larger aircraft, including several Beech models, and he has now turned his attention to Light-Sport Aircraft, partly as it means less dealing with FAA and its bureaucracy. *** I'll report more as this aircraft comes to market, but regarding my experience flying A-16: ** entry is about as easy as it gets, thanks to the "air stair" (just like some larger aircraft have; see photo); ** the interior is spacious and comfortable, more so than many other LSA; ** handling is predictable with no bad traits I could uncover; ** the airplane is well equipped and expects to have a price somewhere in the $110,000 range though this decision is still being reviewed; ** visibility is enormous, with the pilot sitting about four feet in front of the wing. Even the aft seat has good room, very good visibility, and full controls... it turns out my smoothest landings were from the rear.

Most of our tandem Special Light-Sport Aircraft — Legend Cub, Courier, SportCub, Savage, Hornet, Hawk, and SkyArrow — are recreational airplanes. Except for the last one (Italy’s smooth, composite Sky Arrow) most might also fall into the “bush” category in that they are slower-flying, fabric-covered, rugged aircraft suitable for landing on unimproved airstrips. *** A brand-new tandem, not yet officially a SLSA, is the MySky MS-1, which I call a “performance tandem.” MS-1 aims to go as fast as the category allows (120 knots) using its beefy 120-hp Jabiru 3300 powerplant. MySky’s entry also plans a deluxe interior not found in most currently-approved tandem SLSA. *** Recently I trekked to California to fly a few hours in the A-16 Sport Falcon from AviaDesign.

Something New in Aviation? Fly a “Hang ‘Copter!”

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

I readily admit to being a hang glider pilot at heart. After flying several hundred airplanes, I still consider flying a hang glider to be perhaps THE purest way to fly. I've always said that if I could just snap my fingers and be in the air -- oh, that it was so simple and quick! -- I would always choose a hang glider to experience the magic of flight. *** But how about "hang 'copter" flying? Huh!?! I've got almost no time in rotary aircraft but I was caught by some video showing a fellow flying a hang glider with a rotor blade doing the lifting instead of Dacron wings. It struck me as kind of crazy ...yes, even a hang glider pilot who loves flying off a mountain. But there it is, looking pretty sane, actually. Near the end of the video, the pilot waves comfortably to the camera before executing a very normal looking landing (well, normal to a hang glider pilot if not a jet jockey). > Though an Internet search will uncover plenty of reports about a gyroglider (an unpowered gyrocopter), this is the first I've seen of weight-shift control for a rotary-winged hang glider. It was reportedly built by a Russian named Shumeyko in the early 1990s. *** I love to think about how FAA or NTSB would regard this. Though I lack detail, it appears the whole rig might qualify as a Part 103 ultralight vehicle, meaning no pilot license is required nor is vehicle registration or any of those other trappings of government control. Go freedom of flight! Let's see more of this unabashed experimentation when it can be done safely. Thanks to my video collaborator, Dave Loveman of UltralightNews.com for alerting me to this new way to fly.

I readily admit to being a hang glider pilot at heart. After flying several hundred airplanes, I still consider flying a hang glider to be perhaps THE purest way to fly. I’ve always said that if I could just snap my fingers and be in the air — oh, that it was so simple and quick! — I would always choose a hang glider to experience the magic of flight. *** But how about “hang ‘copter” flying? Huh!?! I’ve got almost no time in rotary aircraft but I was caught by some video showing a fellow flying a hang glider with a rotor blade doing the lifting instead of Dacron wings. It struck me as kind of crazy …yes, even a hang glider pilot who loves flying off a mountain. But there it is, looking pretty sane, actually. Near the end of the video, the pilot waves comfortably to the camera before executing a very normal looking landing (well, normal to a hang glider pilot if not a jet jockey).