FK Lightplanes FK9 Mk IV becomes our 21st SLSA since April 15 (a rate of 3 per month!). A longtime ultralight enthusiast with a list of FAA ratings, importer Tony Anderson has moved fast since securing distribution of Germany’s FK Lightplanes. Since my SPLOG two days ago, Tony was able to confirm by copy of his Airworthiness Certificate the SLSA approval for the FK9 Mk IV on November 17th. Here is a proven microlight design built very lightly (590 pounds empty) using fiberglass over steel construction. Powered by a Rotax 912 or 912S, FK9 cruises at 105 knots and climbs 1,500 fpm at gross (with 100 hp engine at 1,146 pounds gross weight). In service for many years in Germany, FK9 is quite popular with flight schools. It also has the slickest of wing folding mechanisms. A single person can unhook the wing — from the tip — and fold the wing.
Rotax Certifies 582; Good for American Designs?
Perhaps a long time coming Austria-based Rotax recently certified the 65-horsepower R-582 two-stroke engine under ASTM standards. Now, some American designs may proceed with pursuing their Special Light-Sport Aircraft approval. One that pops into my mind immediately is Quicksilver‘s already-certified GT500 (under Primary Catetory from the mid-1990s) but many more could be close behind…for example, powered parachutes and other popular American ultralights. While most SLSA are hitting the gross weight limit of 1,320 pounds, LSA aren’t required to be that heavy so the 65-horse engine could be a most appropriate powerplant. One interesting note is that if A&Ps currently resist working on the 912 series what will they think of two-stroke engines? A swing factor could be Cessna, should the big company choose the lightweight 9-series Rotax over a Lycoming (part of Cessna’s corporate family). If Cessna goes Rotax, then the door may open to mechanic acceptance.
Sport Pilot Tour Blows into the Windy City
The country’s third largest metro area will soon be visited by a collection of Light-Sport Aircraft plus hundreds of pilots and friends interested in Sport Pilot. On Saturday, June 17th get out and enjoy these activities — EAA experts will answer questions on the Sport Pilot license. You can sign up for a free Sport Pilot certificate if you’re an EAA member. You can close-up examine SLSA in a relaxed environment that will give you time to ask your questions and try on the aircraft for fit. The Sport Pilot Tour brings all this to an airport near you, this month on the outskirts of the Windy City. Food is available. The event is free. All Sport Pilot Tour stops are staged near areas with large general and pilot populations to insure the best results. Minneapolis will be next (Aug. 19), Boston (Sep. 9), Riverside CA (Dec.
Jabiru Hits a Double with Twin Approvals
And then we had 20…SLSA approvals, that is. Jabiru’s Pete Krotje announced his company had received not one but two FAA airworthiness certificates for J250 and the new J170. The latter is aimed at the flight training market. Smaller than the J250 which has an enormous baggage area — being based on the the four-seat J400 — the J170 is based on the proven two-seat Jabiru, the Calypso. It will be powered with the company’s four cylinder, 80-hp 2200 engine. Smaller, yes, but J170 still has a broad 45-inch cabin with plenty of headroom. The J170 is big in other ways, too, with a 562 pound useful load and a whopping 35 gallons of fuel (which may not all be used in training applications). Meanwhile J250 is your cross country cruiser with room for all your gear and able to cruise easily at SP/LSA’s 120-knot speed limit.
Cessna Studying Development of Their Own LSA!
Earlier this year at Sebring Cessna officials including boss Jack Pelton made a stealth visit to the LSA Expo (see SPLOG of January 14, 2006). Well, a bizjet hiding among Light-Sport Aircraft wasn’t particularly stealthy but they were apparently serious. Today the rumor mill kicked into overdrive with the big company’s formal announcement that it is “studying the feasibility of developing and producing a Light Sport Aircraft (LSA).” Cessna said they’ll have have a mockup in the LSA Mall at EAA AirVenture Oshkosh 2006 and noted that LSA represents “the highest growth sector of general aviation.” This announcement is both exciting and more than a little scary for current LSA providers. Cessna jumped into the Very Light Jet (VLJ) market with their Mustang, and they are supposedly creating a “Cirrus Killer.” The storied brand is glancing over its shoulder in several aviation markets. Big companies are often less nimble than small players.
ATI to Add Understanding of Rotax Engines?
As I’ve traveled for EAA approaching major flight schools to interest them in pursuing Sport Pilot training and using LSA, I’ve often heard one retort. These large general aviation schools — using Cessna, Piper, Diamond — say, “We’ve gotten poor reports about Rotax.” The problem appears to stem from Diamond’s original Katana powered by a 912 Rotax. While European A&P mechanics knew the engine, American maintenance people did not. Diamond didn’t fully train mechanics so they handled the engine incorrectly. Eventually, engine reliability suffered. Now, one of the country’s top sellers of Rotax engines aims to change that unfortunate perception through education. Former Cirrus executive, Dean Vogel, has teamed up with Phil Lockwood to form the Aero Technical Institute (ATI). They’ll start May 25-26 offering training sessions on Rotax powerplants. Courses will be at Lockwood‘s sprawling operation at the Sebring airport and perhaps ATI will travel to A&Ps later.
New Parrot from Czech Aircraft Works
Looking all shiny and smooth is the new Parrot from Czech Aircraft Works (CZAW) — the Czech LSA company owned by former Wisconsin resident, Chip Erwin. Parrot adds to the amphibious Mermaid as distinct aircraft from CZAW. Some pilots know this company from its licensed production of Zenith 601 and 701 models, but they are using their engineering talent base to create their own designs. Both Parrot and Mermaid were developed very quickly and efficiently revealing an interesting marriage of American entrepreneurism and Czech airplane building skills. For more info, go to SkyShops website.
Zenith CH601 Is Newest SLSA Approval
On October 5th, 2005 the Zenith CH601 became the newest — and 16th — aircraft in the fleet to win its Special Light Aircraft Approval. The news was announced by Josh Foss of Sportsplanes.com, a national network of regional centers where interested pilots and newcomers can find Sport Pilot training and/or LSA airplanes for sale. Sportsplanes represents several other aircraft including the CH701, Comco-Ikarus’ Breezer and C-42 (both already SLSA certified), and the Russian Sigma. The SLSA version of the CH601 is built by Czech Aircraft Works, while the U.S.-made Zenith CH601 is still sold as a 51% kit.
Parrot Talks Its Way through SLSA Approval
After certifying a CH-601 with Rotax powerplant as an SLSA, Czech Aircraft Works (CZAW) recently won another Special Light-Sport Aircraft approval on November 18, 2005. Parrot represents the 22nd SLSA design that received FAA blessing. The shapely aircraft looks like composite construction, but is actually a work in aluminum. With stretch formed fuselage curves, cantilevered swept-forward wings, and a forward hinging bubble canopy concept on a high wing…Parrot has an appropriately distintive look as CZAW continues it new design phase. Earlier this American owned Czech company manufactured the designs of Chris Heintz (601 and 701) but Wisconsin-raised Chip Erwin lead his company to create the amphibious Mermaid and the Parrot land plane. Unlike some other companies in the LSA field, CZAW has already proven its production abilities. Customers have recognized this ordering some 200 units of both Mermaid and Parrot.
Interested In Amphibs? If Yes, Plan to Write FAA!
Many of you are aware of FAA’s confused state over “repositionable gear” for LSA floatplanes. At present the agency is stalled regarding the issue. I understand from highly placed officials that a solution could be to allow one gear movement per flight. That would fix the problem but changes move very slowly in the federal bureaucracy. To kick start action, one active producer of floats and flying boats — Czech Aircraft Works, and their U.S. partner, Sport Aircraft Works — has swiftly gotten the agency to release a “Petition for Exemption.” The usual dense federal language describes the petition, but Sport Aircraft Works has made responding much easier. Go to their website and follow the directions; they provide a link to the FAA submission site. Comments must be received by March 6, 2006, so if this matters to you (and it should!), then please take action quickly.
First Amphibian Wins SLSA; Welcome, Mermaid!
With 191 Mermaid orders on the books, Sport Aircraft Works (SAW) is understandably anxious to start deliveries. The trouble is — or the advantage is, if you’re a willing buyer — that Mermaid is an amphibian. That means it has gear that moves, or…”repositions.” The repositionable gear dilemma remains unresolved, despite the petition for exemption by Czech Aircraft Works. So for now, says SAW’s Danny Defelici, “We’ll be placarding the Mermaid against moving the gear in flight.” He added that at the recent Sebring Expo, several top FAA officials looked for a reason that Mermaid could not be SLSA certified. “They found nothing to prevent it, so we went ahead and obtained our certificate,” Danny explained. Mermaid is #28 to win SLSA credentials. While the agency figures out its response, an exemption process could allow all floatplane or amphib producers to go forward with deliveries in time for the summer season.
SportCruiser Makes Four for Czech Aircraft Works
With their fourth Special Light-Sport Aircraft approval, Czech Aircraft Works (CZAW) and their U.S. partner, Sport Aircraft Works, have taken the lead for one company to win SLSA certificates for the most models. Tecnam has been tied with CZAW at three until Friday, March 24th when Sport Aircraft Works made the announcement. Sport Cruiser also rounds out the line for CZAW. The new design resembles the CH-601 on which the comany had earlier gained SLSA approval. CZAW manufactures Zenith aircraft under license for European sale. For U.S. sales, the American-owned Czech company can boast a high wing (Parrot, approved as a SLSA in November 2005), the amphibious Mermaid (SLSA in February) and now the low wing SportCruiser in March. AMD of Georgia also has a SLSA certificate for their Zodiac CH-601 XL with the Continental engine; CZAW aircraft use Rotax. I hope to fly all three CZAW/Sport Aircraft Works airplanes right before Sun ‘n Fun.
Can MIT Graduates Design a LSA AeroCar?
One of my favorite lines comes from a man associated with trying to perfect the airplane convertible to a car. Molt Taylor is reported to have said, “An airplane will get you from one place you don’t want to be to another place you don’t want to be: the airport.” Indeed too many American airports are simply places to get your plane out of the hangar…and leave. How handy would it be to fly in, land, and quickly transform your plane into your automobile? So, the aerocar idea remains alive. Now, a development team associated with highly regarded MIT is promoting the Transition. Why cover a concept in the early stages? Because Transition is being built to meet LSA definitions. While looking novel, I especially like that you carry the wings with you when motoring on the highways (check their web movie). Most other concepts call for removing the wings, a cumbersome process at best.
Number One CGS Hawk Retires to Florida Air Museum
Back when the term “ultralight” was new…back in spring of 1982 before FAA issued their now-classic Part 103 regulation…and during the time when ultralights still had to prove themselves by being foot launchable…that’s when bold designer Chuck Slusarczyk introduced the first CGS Hawk at the then-new Sun ‘n Fun Fly-in. It was fully enclosed (you couldn’t foot launch it and all other ultralight were open cockpit airplanes). It had conventional three axis controls (unusual then). But this “outlaw” design proved to be a hit. Over the years, CGS and Chuck have sold over 1,500 Hawks! Now, fittingly, a Hawk has been inducted into the Florida Air Museum. Even more fittingly, this followed one last flight from the airstrip at Sun ‘n Fun’s Paradise City ultralight display area. At the end of the flight, Chuck taxied back one last time. It was a bit emotional to retire Hawk #1, he says.
Sebring 2004: First Impressions
The U.S. Sport Aviation Expo in October 2004 was the first event to focus exclusively on Light-Sport Aircraft. ou never get a second chance to make a first impression. With that in mind, you might ask how visitors regarded the first U.S. Sport Aviation Expo, held in Sebring, Florida, from October 28-31, 2004. The Expo was the first of its kind aiming at the new Sport Pilot/Light-Sport Aircraft (LSA) segment, and it was a focused event, featuring only LSAs and ultralights. Is that two strikes against it or two good reasons for it to succeed? From what I could see, those who attended the Sebring event were satisfied. Set aside for the moment reports elsewhere that the show was sparsely attended. It was the first of its kind. And as word of mouth is accepted to be the best marketing tool for shows, the attendance figures should present no surprise. The vendors were satisfied, and visitors also seemed to feel good about the selection of aircraft, the availability and ease of demo flights and the wide array of educational forums.
Part 103 Ultralights Shine
even in a Light-Sport Aircraft World. Despite the intense focus on the FAA’s new Sport Pilot/Light-Sport Aircraft rule, EAA’s big summertime airshow brought the introduction of at least four intriguing, legitimate ultralights—aircraft that truly meet the 254-pound rule. Many observers believed LSA would sound the death knell for Part 103. I guess not! Not only were new ultralights common, their diversity was broad. You could see a fixed-wing, a weight-shift trike, a powered parachute and a helicopter. As if seeking to prove the new rule won’t eliminate Part 103, these machines were proudly displayed by vendors who also supply larger, heavier models. Skymaster Light Trike One bright spot at EAA AirVenture was—literally—the glowing yellow Skymaster Light Trike. Excellent detailing kept viewers looking carefully. Mike Lane is the man behind the project at Skymaster. He’s a hang-glider pilot looking for an easy way to launch in the flatlands of Wisconsin. His ultralight vehicle benefits from the supply bins at Skymaster powered parachutes, helping this prototype look production ready.
So…What Happened in that Accident?
A lot of folks have asked what happened in the accident I sustained (April 17th SPLOG). It’s a fair question. Pilots can learn from accidents. So, here’s my replay: First, any accident I’ve ever investigated had multiple causes and so did this one. The Czech Aircraft Works prototype Parrot is a fine plane with which I have only minor complaints — and I expect they’ll fix every one by the time it goes into production; this is an experienced company with expert engineers and developers. But on April 2nd, the Parrot’s Rotax 912S engine didn’t make full power. It revved only to about 4300 rpm, not the expected 5600 rpm. My contributing error, therefore, was not immediately aborting the flight after seeing less than full power. I was number one in a flight of two aircraft. The number two was behind me and while I didn’t dwell on his presence, it may have been one reason I didn’t abort.
A Completely Different Sort of SPLOG ByDanJohnson
Many visitors have now heard about the airplane crash I had just before Sun ‘n Fun where I broke my back, landing me in a West Palm Beach, Florida hospital since April 2nd. I’m happy to report that although I have two or three months of hard work ahead of me to regain my muscle use as it was, I still expect to regain most of my original capabilities. It may take a year to recover fully, but at least I have the chance for which I feel extremely grateful. I suffered a massive compression fracture (called a “starburst” fracture) of the T-12 vertebra that required, as the doctor put it, “major, invasive, and aggressive” surgery. But they feel they found all the bone parts and installed some titanium hardware to strengthen my back. It has been a difficult ordeal to be sure — especially so for my loving and faithful wife, Randee — but I had excellent medical care and the well wishes and prayers from hundreds of friends in the light aircraft industry that represents my enlarged family.
Pioneer in Ultralight Industry Still Going Strong
John K. Moody is widely acclaimed as the “Father of Ultralights,” and he makes effective use of that unique title to publicize his new millennium act featuring his last millennium ultralight. Is Moody really the father of ultralights or the first to fly one? Several other enthusiasts were experimenting with power units for various kinds of hang gliders in the mid-1970s when Moody started. His distinction was that he was the first person to foot-launch and climb from flat terrain without benefit of wind or a slope. I saw Moody fly in the summer of 1975 when he performed before about 250 hang glider pilots in a contest on the sand dunes near Frankfort, perched on the eastern shore of Lake Michigan. He began this risky behavior on March 15, 1975, above a frozen lake southwest of Milwaukee, at age 32. Into almost still winds at the end of a day of hang-gliding competition, Moody ran his heart out and coaxed his Icarus II biwing hang glider off the beach with a 10-hp West Bend engine giving him some push.
To the Summit: Mt. Everest!
Take one step. Stop for one full minute. Rest and breathe. Take another step. Stop and breathe for 60 seconds. Repeat for hours. Am I describing exercise at a retirement home or hospital? No, actually the actions of young, healthy, well-conditioned men. The difference is that these individuals are nearing the top of the world. This step-and-rest technique is used by climbers ascending the summit of Mount Everest. At 29,035 feet, the mountain’s summit is the highest place on Earth. In this thin airspace, the hazards are great-even if you’re standing still. According to pilot Richard Meredith-Hardy, the time of useful consciousness is less than 1 minute without oxygen. At 29,035 feet, most aircraft also run out of air. Few GA or sport aircraft can come close to this altitude. Now imagine flying at this staggering height over some of the most forbidding terrain imaginable. Top off the complex scenario by towing a large object in an open-cockpit aircraft that weighs less than 1000 pounds.
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