The latest aircraft to earn Special Light-Sport Aircraft airworthiness (SLSA #77) is one of America’s most familiar and best proven models. CGS Aviation first offered its Hawk model 26 years ago, in 1982. Since then, many model variations have been brought to market…single seat versions, two seaters, tri-gear, taildragger. Regular evolutionary changes resulted from the continuous process of development and refinement. These efforts have sold more than 1,750 Hawks to pilots who fly them across the USA and all over the globe. *** Many years after company owner and designer Chuck Slusarczyk first offered his “real airplane” ultralight, it is appropriate that he and his Hawk Arrow II join the SLSA parade. Customers have a major reason to rejoice. Read carefully: the first 10 Hawk SLSA will be sold for $39,995 ready-to-fly with the Rotax 582. This is, by a wide margin, the lowest price yet for any certified LSA.
Hansen Air Group Imports the German Peregrine
In addition to handsome flowing lines, the Peregrine has two outstanding features Hansen displayed at Sun 'n Fun. Fowler flaps extend into two surfaces which makes for very smooth airflow. Flymap supplies an optional but gorgeous touch-screen map and primary flight display.
You probably know the Sky Arrow. This smooth tandem Light-Sport Aircraft from Italy uses exquisite construction and I found it to fly beautifully (read my report). Sky Arrow is imported by Jon Hansen and his family. Jon represented Tecnam aircraft (also of Italy) for several years, helping to launch that brand. Hansen Air Group and Tecnam ended their relationship a couple years back, and since then Jon and his team have been seeking another aircraft to represent. That search is over. *** At Sun ‘n Fun 2008, Hansen Air Group showed their new entry, the FA-04 Peregrine, built by Flaeming Air of Germany. The low wing beauty is mostly carbon fiber and was refashioned to be a Special LSA, following Flaeming’s success at winning VLA approval in Europe. Interesting Note: Hansen’s Sky Arrow also started with VLA approval, which helped it qualify as an SLSA.
Rotary Power for M-Squared’s Part 103 Ultralight
At Sun 'n Fun 2008, M-Squared showed their new Part 103 Breese SS with the Revolution rotary engine. The effort is a collaboration with the Canada-based company represented by CEO George Payne (second from right) and Sales & Marketing Manager, Ray Anderson (second from left). M-Squared founder, Paul Mather (at far right), has been appointed the southeast U.S. distributor.
In the late 1970s, Mazda popularized the rotary engine for their RX-7 sports car. Such engines are particularly known for their smooth running operation. Many aviators can appreciate low-vibration powerplants but especially those flying the lightest of recreational aircraft, namely Part 103 machines. *** Now, M-Squared has partnered to offer such a combination. Revolution Rotary Engines Inc., a Canadian-based manufacturing company located in Markham, Ontario connected with M-Squared‘s Paul Mather to exploit the possibilities of rotary power. At Sun ‘n Fun 2008, M-Squared showed a single place, strutted Breese with the R301A single cylinder rotary engine supplying 35 horsepower. Installed on M-Squared’s lightweight Breese SS (single seat), the aircraft is said to remain within 103’s tight parameters (assuming the buyer does not insist on options and accessories that would bump it over weight). *** The single rotor aircraft engine looks compact and weighs a reported 40 pounds.
Europe Takes a Major Step to Adopt ASTM Standards
New European regulations could create a huge new market for U.S.-built aircraft like the IndUS Thorpedo (especially their new diesel!), Quicksilver GT500, AMD CH-601 XL, Legend Cub, CubCrafters Sport Cub, Rans S-7LS or S-19, Just Aircraft Highlander, and more. Plus, consider how inexpensive the re-exported X-Air LS would be...just 29,800 euros!
If that headline didn’t cause you to turn away in boredom, let me tell you why it’s important: American producers of LSA could find a golden opportunity. Broader acceptance of ASTM standards is good for the global LSA producer community. But the main impact may be for Light-Sport Airplanes made in the U.S. of A. *** Though the example applies to any U.S.-built airplane, let’s take a ready-to-fly Rans S-7LS, selling for $85,000 in America. Today’s exchange rate is 1.58 dollars to 1.00 euro. So, a European pilot who buys an S-7LS will pay 53,800 euros (plus shipping, taxes, etc.). For EU residents, spending one euro feels much the same as it does for an American to spend one dollar. Yet when they receive 53,800 euros for an S-7LS, Rans earns a similar profit as from an $85,000 sale in the USA. *** LAMA president Tom Gunnarson — in the Czech Republic today for a show and meetings with EASA (like FAA) officials — said that under European Light Aircraft (ELA) category 1, “EASA is proposing to create a Certification Specification for Light Sport Aeroplane (CS-LSA)…having a max takeoff weight of 600 kg, the same as an American LSA.” With LAMA board member and European representative, Jo Konrad, Gunnarson is attending EASA meetings to assure LAMA members are well represented.
Big Crowds at the Sun ‘n Fun LSA Mall
If you missed the Sun 'n Fun LSA Mall in 2008, please accept an invitation for April 21-26, 2009.
Sun ‘n Fun 2008 is history, but planning is already underway for the 2009 event. Event boss John Burton confirmed we will again have the LAMA-hosted LSA Mall right at the front gate next April 21-26. A major success at this year’s Lakeland, Florida airshow, the industry Mall presentation featured 17 Special Light-Sport Aircraft. Weather prevented Fantasy Air’s Allegro from attending. Two days before the event, a tornado crushed a Sting S3 planned for display. And work at Quicksilver Manufacturing postponed the exhibit of the GT500 (they’re finishing SLSA approval, reports national sales manager, Todd Ellefson). *** The 17 who were in the ’08 LSA Mall enjoyed significant traffic all week and virtually every visitor to Sun ‘n Fun was at least exposed to Light-Sport Aircraft in a wide variety (although we were not able to enlist any trike or powered parachute companies).
IndUS Unveils the First-Ever LSA Diesel
Rules for Light-Sport Aircraft allow plenty of room to experiment and IndUS took advantage with their new Thorpedo DP. The three cylinder engine is turbocharged and supercharged to produce 120 horsepower.
Sun ‘n Fun has been a rip-roaring success for Light-Sport Aircraft. The new LSA Mall right at the main entrance gate has been thick with traffic all week and even the weather cooperated after a day-before-opening deluge of rain (5+ inches in a few hours!). In the days ahead, I’ll have lots more LSA news for SPLOG readers. *** On Saturday, IndUS Aviation unveiled their first-in-the-industry diesel-powered Thorpedo DP. News media and interested parties turned out to hear IndUS leaders speak about the project. The Dallas, Texas-based company finally pulled back the curtain after months of work to reveal their WAM-120 three cylinder, two-stroke engine tucked neatly under their new shapely nose cowl. *** Turbocharged and supercharged, the 120-horsepower engine burns a mere 3 gallons of Jet A per hour. This fuel is widely available around the world (important to an international seller like IndUS) where 100LL is not.
Waterbirds to Market the Colyaer Freedom Amphibian
If you can attend Sun 'n Fun and want to examine Freedom, "We'll be in the Southeast exhibit area, space SE 020," says Larry Martin of Waterbirds. This location is very near the LSA Mall where 20 SLSA are exhibited for your comparison shopping. Come see them all April 8-13 in Lakeland, Florida!
In late 2006, the second amphibian to win SLSA approval was Colyaer’s Freedom, after CZAW’s Mermaid. Since these two, the SeaMax also joined the party, and at least two more are in development. Flying boat fans have some sweet choices. Even though we have three today, sales have been modest for a variety of reasons: manufacturing is more complex with retractable gear; marketing to a country the size and diversity of the USA is challenging; and cost of any LSA floatplane is greater than its equivalent landplane (though a fraction of the cost of a Part 23-certified airplane on floats). *** Now, welcome Waterbirds. From the people that bring you the Sting S3, availability will now be better as this new company struck a deal with LSA Aero, importer of the Freedom. Contact Larry Martin stated, “Waterbirds will manage the sales and marketing of Colyaer’s Freedom, while LSA Aero will continue to import the airplane and provide after-sales support.” *** With a wingspan greater than 40 feet, Freedom claims a glide of 20:1, an impressive figure, especially for an amphibian.
Spanish Toxo Sportster Wins SLSA Airworthiness
Toxo, named after a Spanish flowering plant, will be exhibited at Sun 'n Fun 2008 in the company's southeast exhibit area #23, which visitors will reach after passing through the LSA Mall hosted by LAMA. Come see Toxo and most Light-Sport Aircraft next week in Lakeland, Florida!
In development for years, Composite Aeronautic Group’s Toxo won SLSA airworthiness on March 28th from Mike Millard, FAA. The newest SLSA, number 76, hails from Spain — the second LSA entry from that European country (after the Colyaer Freedom amphib). When Toxo first arrived, Americans were attracted but found it rather small inside. After displaying at American airshows, CAG reengineered Toxo and returned with a variation better suited to Americans (about 45 inches wide, making it more than five inches wider than a Cessna 172). Toxo Aircraft North America representative Amy Christian adds, “Toxo offers easy access with gull-wing doors, great air flow throughout the interior, and cushy seats with just the right angle for optimal comfort. Our pedals are even adjustable for a custom fit.” Toxo wings and fuselage are built using prepreg fiberglass plus carbon fiber with structural honeycomb cores. *** The company is represented in the USA by two companies: Toxo Aircraft North America with the lion’s share of American states, and by ILS Aircraft Company, an operation handling Alabama, Georgia, and the vital Florida market.
In 35 Years Wills Wing Built 22,000 Hang Gliders!
A modern Wills Wing T2C ("C" for Carbon) is among the highest performing hang gliders, selling for $8,285 and weighing only 73 pounds. Many find hang gliding to be the purest form of flying that delivers a birdlike or Superman sensation, which pilots flying only powered, enclosed aircraft cannot truly imagine. More hang gliding information.
This year Wallaby Ranch proprietor Malcolm Jones conveniently scheduled the 11th annual Wills Wing Demo Days event about a week before Sun ‘n Fun. In remarks Saturday night to a jammed-full tent, Wills Wing hang glider company president Rob Kells declared, “This is the largest gathering of hang glider pilots on the planet!” The large crowd was an active group, too. Rob also announced 676 tows had been made (launching hang gliders) during four-plus days of excellent flying conditions. *** Demo Days is a marketing concept where Wills Wing sends out an over-sized trailer loaded with new hang gliders, dozens of them in various models. Qualified enthusiasts from far and near demo flew them for free. California-based Wills Wing, one of the world’s top producers, makes their biggest eastern outing at Wallaby. A fleet of tugs, southern hospitality, a safety-first attitude, and great winter weather makes Wallaby the choice location.
2008 LSA Sales Reflect a Stalling U.S. Economy
The ranking order changes again even while the top three hold their leadership positions. Note the gain of CubCrafters now brings the sum of little yellow taildraggers (with American Legend and Zlin's Savage) to an impressive 17.3% of all fixed wing registrations.
The U.S. economy is hardly crashing, but while slipping backwards in late 2007 and early 2008, it has been on a bumpy plateau. This unevenness causes trouble for many businesses. Even giant coffee seller, Starbucks, is rejiggering their business model to adjust for folks balking at $4 coffee while their stock portfolio lurches up and down. Light-Sport Aircraft sales also reflect that lack of consumer confidence. *** Figures for the first two months of 2008 show slightly more than 40 aircraft registrations per month. In 2007, the industry averaged 47 aircraft registrations per month. Of course, this 15% decrease also comes while many northern states have endured awful winter flying weather, partially explaining why sales are off the beat. Despite a cloudy overcast some bright spots emerge. *** CZAW‘s SportCruiser led the pack with more than 17% growth during January and February. AMD is close behind with 14% growth, and CubCrafters continues their climb with 7.5% growth.
Rotax 503 Launch…then, Silence is Golden
Once aloft and catching thermals, Dave (left seat) and I removed our headsets, listening only to a bit of air flow and the chirping of the variometer that tells you if you're in lift or sink. Sweet! With its center instrument panel, leg room is abundant. Taurus is flown with an Experimental--Air Race designation.
Some of you know the Pipistrel line. Americans have seen two of their models: the Sinus and Virus (yep, those awkward, even distasteful names…except representatives prefer to say SEEN-us and VEER-us). Fortunately Taurus is easier on the American tongue, thanks to Ford and its auto model by the same name. *** I discovered Taurus is also easy on the ears as I went for a two-hour soaring flight from Wallaby Ranch with my hang gliding friend, David Ledford. His side-by-side Taurus — roomy for a soaring machine — glides beyond 40:1 and manages a sink rate barely more than 100 fpm. Those numbers translate into plenty of soaring power as we proved on a day with modest convective lift. *** Taurus is a self-launched sailplane, rather than a motorglider like Urban Air’s Lambada or Pipistrel’s own Sinus. To get aloft, we were powered by a Rotax 503 two-stroke engine that fits neatly into a cavity aft of the cockpit.
Renewed Breezer II SLSA Ready for Delivery
Come see the new Breezer II in the Sun 'n Fun LSA Mall Hosted by LAMA. While you're checking out this renewed German-designed and -built SLSA, you can have a look at 19 other top-selling airplanes including six not seen at Sun 'n Fun before: Sting S3, Lambada, Gobosh G700S, Patriot, CTLS, and Paradise P-1.
They are lining up, literally, at Sportsplanes.com’s Plant City, Florida airport (PCM) assembly station. Michael Zidziunas — everyone calls him “Mike Z” — assembled three of the new Breezer II SLSA and arranged for DAR inspection. Mike Z is a well-known flight instructor and licensed mechanic working in the LSA arena. *** Last fall, at the AOPA Expo, Josh Foss of Sportsplanes.com unveiled the new Breezer II. The all-metal low wing was introduced more than a year earlier but disputes over the design rights and manufacturing put a halt to shipments. Since then, German designer Ralf Magnussen found a new investor, Dirk Ketelsen, a builder of windmills for electric power generation. They established a new 17,000 square foot plant near Husum, Germany (west of Hamburg at the North Sea coastline) where Josh reports they can build more than 100 aircraft a year.
Florida Aviation Expo Hosts Major LSA Mall
Each participant in the Sun 'n Fun LSA Mall will also have a paid exhibit space. Each aircraft will have a sign in front of it telling visitors where that space is -- as well as identifying the make and model of the LSA. Come see them all April 8-13 in Lakeland, Florida!
The LSA Mall concept is developing with good success. Last weekend this was proved at a regional airshow by the presence of 23 Light-Sport Aircraft filling a designated area. Coincidentally, LSA outnumbered all other airplane types. *** The Florida Aviation Expo near Punta Gorda at the Charlotte County Airport (PGD) was organized by EAA Chapter 565 led by Carlos Gray. The number of aircraft grew significantly from 2007. As with other smaller venues, the crowds weren’t as big as Sun ‘n Fun or AirVenture but the interest was highly focused. *** Next…coming up in only three weeks, the LSA Mall at Sun ‘n Fun will be hosted by LAMA, the Light Aircraft Manufacturers Association. In a terrific location — immediately inside the main entry gate — the Sun ‘n Fun LSA Mall will feature 20 of the top selling Light-Sport Aircraft from all over the country.
High Priced Light-Sport Aircraft; What’s Going On?
Recently the euro hit 1.56 to the dollar. Watch for LSA prices to increase...again. Above the CTLS are three premium brands: (L-R) Sting S3, Remos G-3, and SkyLeader 500. Below are three bargain SLSA: X-Air LS, Sport Hornet, and EuroFox.
Lots of folks are wondering about, or complaining about, the seemingly high prices of Light-Sport Aircraft. Recently a prior editor-in-chief of EAA publications, Scott Spangler, wrote a blog on JetWhine. Scott focused on expensive avionics as one reason LSA cost so much. While a factual observation, I believe the price increase is more complex. *** First, LSA suppliers install equipment like autopilots because buyers ask for them. A large chunk of all LSA are sold to “retiring” GA pilots used to such equipment in their Cessna or Bonanza. Simpler LSA are available; most suppliers have one. But customers are buying the loaded-panel jobs. *** Let’s look closer at those rising prices. Five years ago, in the pre-dawn of SP/LSA, a CT was selling for $60,000. Today it’s $125,000. By far the largest piece of that doubling is the euro’s soaring value compared to the dollar. Were the currencies at parity, that $125,000 would be $80,000.
Ultralights Seek SLSA Approval; May Sell ELSA Kits
Three years into Light-Sport Aircraft and after the expiration of the Ultralight Trainer exemption, three ultralight producers say they're working on SLSA certification. At top the Indy Aircraft T-Bird I and II; bottom left is a bare-frame CGS Hawk (Nick modeling); at right M-Squared owner Paul Mather stands by his Sport 1000.
Taking a kit aircraft company to full ASTM approval is a very big decision for small companies. Simply assuring you have documents to support a declaration is, by itself, a major task. Then comes a decision about fully building or going the Experimental LSA kit route. A company must first fully build and certify at least one Special LSA, but once done, they can elect to provide a kit only…or to factory build and supply kits. Small shops could fully build 20-30 SLSA and supply additional ELSA kits and parts to make a healthy business. *** We may finally see such entries. Recently I wrote an updated pilot report on the T-Bird I from Indy Aircraft. Boss Bret Kivell said Indy is working on approval. As an ELSA, the single seater could be HKS (four-stroke) powered, which would make it one sweet sport aircraft. Likewise development is underway at Paul Mather’s M-Squared Aircraft where his Sport 1000 could gain SLSA approval later this year.
Two Lovely Low Wings — Gobosh 700 & 800
If you're in Florida next weekend (Mar. 15 & 16), see the Gobosh -- and many other LSA -- at the Florida Aviation Expo with its LSA Mall attraction. Otherwise, join the faithful at Sun 'n Fun 2008, where Gobosh and 19 other LSA will fill a new LSA Mall just inside the main entrance. Read my 700S pilot report.
Out of the blue in 2007. Now, they have two in 2008…SLSA models, that is. Gobosh is the interestingly named company (it’s a tech industry thing) that burst on the AirVenture Oshkosh scene with the Gobosh 700S, a rebadged upgrade of the Aero AT-3 from Poland. Just six months later at the Sebring LSA Expo 2008, Gobosh introduced the super sleek 800XP from the Czech Republic’s Aveko, builder of the speedy retractable VL-3 on which 800XP is based. Relying on their experience with the Symphony and other business ventures partners Dave Graham and Tim Baldwin (inset photo, left) are rapidly expanding their presence in light-sport aviation. *** Their two planes are an interesting contrast. Gobosh promotes the metal 700S as a “luxury sport aircraft,” though it seems well aimed at flight schools. The composite 800XP is the high performance model, “which had to be slowed down for LSA rules,” said Dave.
On the Rampage…Yet Another SLSA from Skykits
Eric Giles, a Canadian, is gaining U.S. incentives to relocate in Tennessee, so he can assemble the Italian-designed airplanes for American pilots after he certified them to a worldwide standard. Component parts come from far flung countries. Does anyone doubt the globalization of light sport aviation?
Rampage looks so dissimilar to its predecessors from Skykits that it took a second glance to make the connection. While it shares the STOL wing devices with versions of the Savannah, Rampage has a sleeker look that might broaden the appeal of these short takeoff and land designs from ICP of Italy. *** For those who got to see the new model at Sebring the airplane’s lines weren’t alone to admire. Deep blue paint was used in strategic accent to highly polished aluminum on most of the fuselage; Rampage gleamed brilliantly in Florida’s warm sun. The finish was brought inside where a polished aluminum instrument panel frame contrasted with royal blue inset subpanels (photo). Skykits director Eric Giles reported that the bright metal inside had not caused reflective problems on their long flight from western Canada. *** Rampage, the fourth SLSA model for which Skykits has gained airworthiness, uses electrically deployed leading edge slats to continue the impressive performance of the Savannah models.
Lightplane Offerings From Canada
A History Lesson
Which Will It Be?
Both the Beaver and Chinook have enjoyed a rich part of Canadian light aviation history. Both have good reputations for safe operations and longevity. Ask ultralight or microlight pilots around the world and many will be familiar with the Canadian designs. With the exception of Murphy Aircraft Manufacturing's Rebel series of light aircraft, the Beaver and Chinook are some of the most recognizable lightplanes to come from America's neighbor to the north. Given the current parity between the American and Canadian dollar, the price in Canada is essentially the same as in the United States. ASAP lists an HKS-powered Chinook 2 Plus for $26,700, only $700 more than with a Rotax 582. While the Rotax has a little more power at a bit less weight, the HKS represents a great buy, especially if you prefer four-stroke power. On the contrary, a Rotax 912-powered Chinook 2 Plus will cost $36,000. An HKS-powered Beaver RX550 Plus lists for exactly the same price as the Chinook, though it doesn't offer the Rotax 912 version. However, the Beaver will fly adequately with the Rotax 503, and using a B gearbox, you can obtain the full airplane kit for less then $21,000. In the age of $100,000 light-sport aircraft, it's a great value. As these are homebuilt aircraft, meeting the definition of light-sport aircraft, American pilots may build the aircraft in the experimental amateur-built category and fly them with a sport pilot certificate, using a state driver's license serving as evidence of medical fitness. Of course, pilots with higher certificates may also fly these aircraft. A View from the Summit As evidenced by the list of divisions ASAP has created, the company believes strongly in offering a broad range of products. To that end, Summit was formed to produce powered parachutes (PPCs) and thus serve another subset of the recreational aviation market. The company's latest machine, the Summit II, has design qualities that bear more resemblance to conventional aircraft than many other powered parachutes. Powered parachutes use canopies, or parawings, as their wings, with most coming from the same few suppliers. Summit claims to be the first to use cell canopy stiffeners. These are thicker panels of cloth sewn into the leading edge openings of a canopy's individual cells to enhance canopy opening during the inflation period. Following Summit's lead, other manufacturers have now adopted the idea. Summit also uses distinct and separate seats for each occupant. Older powered parachute designs had seats that pressed the front occupant between the legs of the aft occupant. Many pilots, especially larger ones, find the separated, individual seats more comfortable. Summit's carriage allows a much steeper deck angle on landing than other brands, more than three times higher, according to Summit spokesperson George Wood. The benefit of this is that a larger deck angle tends to cause initial contact only on the rear wheels rather than all three at once. The company uses all-anodized finishing on the airframe's 6061-T6 tubing. While this is common on fixed-wing aircraft, most PPC manufacturers powder-coat their airframes. While such painting can be done precisely, the worker must be skilled at the task, and painting still doesn't cover tubing as thoroughly as does anodizing, which covers surfaces inside and out. Because anodizing is not as thick as paint, Summit believes it better permits fitting of precisely made parts. Anodizing costs more but the company feels the results are better. Summit uses a central lower beam on its PPC carriage similar to many ultralight aircraft with tail booms. Summit calls that member a "body tube fuselage," and it distinguishes the design from that of other powered parachutes. Following this construction style with riveted gussets, Summit was able to make a strong design that is notably lighter than some of its competitors'; many other PPC models are 25 to 50 pounds heavier for a comparable model. The Summit II's foot pedals are different than those of other PPCs; they relate well to rudder pedals on fixedwing aircraft. Most PPCs use foot bars, which tend to be nonintuitive to fixed-wing pilots. In another nod to conventional aircraft controls, the Summit II's throttle moves forward to produce more power. Traditionally trained pilots may find adapting to the Summit PPC is easier than dealing with throttles that pull aft to add power (the "joystick" method). Summit positions the engine weight directly over the rear wheels whereas many PPCs place the engine aft of the wheels. The company says this helps Summit II deal with those landings where the aft carriage can strike the ground. Drawing further on knowledge from the ultralight aircraft industry, Summit uses a dynafocal engine mount technique to suppress vibration. (Dynafocal refers to aiming the mount attach points at the center of the engine's mass.) The Summit II uses an aircraft-like control yoke but is linked only to the nose wheel, and it works intuitively for ground steering-that is, turn right/go right. Most PPCs use less familiar ground-steering systems that puzzle airplane pilots. A hand brake is fitted to the left side of the yoke operating a drum brake on the front wheel. Of course, such a brake is useful only when the wing is not lifting that wheel off the ground. Flying The Summit I flew with George, who proved to be a good transition instructor. Getting things rolling in a powered parachute is different than with a fixed-wing aircraft or a weight-shift machine. First you begin to power up the machine, then you make sure your wing is inflated properly, and and only then do you add full power to continue the takeoff. In flight, you guide the Summit or most other powered parachutes with foot controls much like you steer a fixed-wing aircraft on the ground with your feet. But instead of the foot bars used on most PPCs, Summit uses foot pedals that travel back and forth on rails mounted on either side of the body tube fuselage. This likely will seem more intuitive to conventional pilots. The slideable pedals are secured to the rail top and bottom, and I found them to move quite fluidly. According to the company, the range of motion that's available from this sliding pedal arrangement gives more line action than the hinged foot bar method so that the pilot has a increased measure of control. The control range is enough, George says, that you hardly need to pull on the control lines with your hands to add input as is commonly done on other brands of powered parachutes. Approaching to land, a final goose of power just before touchdown slowed the descent rate and we touched down with excellent control. I estimate about a 1.5-second delay between a significant power input and response from the wing, so you need to plan ahead slightly. Ignoring this delay can cause the carriage to swing more under the canopy. While that's no issue aloft, you don't want such movement as you touch down. Most PPC manufacturers locate the main gear axle ahead of the engine weight, but Summit locates its axle a good 18 inches further aft. Combined with its main boom-type construction and adjustable hang point, it's unlikely Summit owners will experience a prop strike. Such events can occur when PPCs land with the aft end of the carriage hanging relatively low. Yet fitting powered parachute carriages with such a positive angle of attack is necessary if the parawing is to produce lift during a take-off roll. Summit's aft axle construction appears to better support the engine at all times. My test Summit II aircraft had an S-500 Mustang canopy. This parawing is made to Summit specifications and George described it as a common square parachute. An elliptical model called the Thunderbolt E-340 is available. In both cases the numbers refer to the square footage while the S stands for square and E for elliptical. Square is best for training according to nearly all powered parachute producers. While we flew at near gross under the S-500 Mustang, I observed the power used for various phases. During climb-out, we used about 6,200 rpm; during cruise, we used about 5,200-5,300 rpm. These values are not notably different from the average fixed-wing or trike ultralights. George indicated that with the Thunderbolt elliptical wing, 4,700 rpm would be sufficient, showing the added efficiency of the elliptical shape even though it has only two-thirds the square area. For landing, a 4,400-rpm setting produced about 300 fpm of descent on approach. Summit proved its technical ability by reaching special lightsport aircraft status first among all powered parachute manufacturers. Since its related businesses have shown they can produce a wide variety of aircraft and components, this should surprise no one. It's quite apparent the ASAP and its related companies have established a business model that intends to serve light-flight enthusiasts. Flying an ASAP or Summit machine may be your way of affordably getting into, or back into, the air.The Beaver and Chinook ultralight-like aircraft are arguably two of the bestknown lightweight designs coming from Canada. Aircraft Sales and Parts, more commonly known as ASAP, is the company that rescued and now manufactures and sells these designs, along with a powered parachute from its sister company, Summit Powered Parachutes. The tale of ASAP’s involvement with the Chinook and Beaver offers insight into ultralight progress – Canadian style. A History Lesson Perhaps the most famous ultralight to come out of Canada is the Beaver. With a reported 2,200 flying units since the early 1980s, it’s a successful design. However, due to corporate missteps by the companies that owned the brand, the Beaver series was nearly lost. Originally, the Beaver models were manufactured by Spectrum Aircraft Inc. Reorganization left the ultralight in the hands of a company called Beaver RX Enterprises. In 1993, that company closed its doors and stranded thousands of Beaver aircraft owners, along with all the dealerships that sold and serviced them.
Sport Aircraft or GA; Contrasting USA & Europe
In America (top left pie chart), general aviation (deep blue) accounts for 7 out of 8 registered aircraft where in Europe, light sporting aircraft (light blue) greatly outnumber general aviation aircraft with 4 out of 5 being microlights or non-powered aircraft.
In Europe, airplane segment counts are upside down compared to U.S. figures. In the USA approximately 200,000 single engine airplanes are registered. Of these, more than 25,000 are homebuilt aircraft, and around 1,400 (less than 1%) are Special Light-Sport Aircraft. Conversely, in Europe, general aviation aircraft up to turbines number about 50,000, while microlight (European “ultralights”) and non-motor-powered aircraft number 180,000 to 200,000, reported Liz Moscrop for AvWeb in late January 2008. Sport is king in Europe with regard to the number of aircraft; GA represents only one-fifth of the total. Could this signal a changing face of airplane segments for the USA? Will Light-Sport Aircraft truly become a significant chunk of the fleet as have kit-built aircraft (which did so over a time period of 25-30 years)? *** In Europe, Moscrop reported, sport aircraft activity also accounts for much faster growth than the GA segment.
Hat Trick: 3 Six Chuter Powered Parachute SLSA
I've never flown a side-by-side powered parachute so I can't comment on the XT SSDC model but the others may be fairly represented by my flight review of the Spirit. See all Six Chuter specs.
Six Chuter marketing man, Doug Maas, figures it’s like soccer where three goals in a game makes a “hat trick.” With their third model gaining SLSA airworthiness before the January 31 deadline for ultralight conversions, the Washington company has earned the sports phrase. The powered parachute (PPC) producer’s newest approvals brings the total to 75 SLSA models…in less than three years! *** Boss and designer Dan Bailey planned to create three models based on common airframes. Consequently, Six Chuter has the market covered like, uh…well, like a parachute canopy. They have a “conventional” tandem (Legend XL); a rare side-by-side PPC (XT SSDC), intended as a trainer appealing to instructors who want to be alongside their student; a single seat SLSA (P103); and a Part 103 qualifier (P103UL), when flown with the Rotax 503 and few accessories. The mainline PPC Legend was derived from Six Chuter’s SR7 and Spirit models but all were redone to fully address the Light-Sport Aircraft rule.
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