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. Cessna indicated they will make their decision about a LSA early in 2007.

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. As the GA community learns more about Rotax maintenance, I hope their attitude will change. Hopefully it'll be ATI to the rescue!

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.

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. At the Show The four EAA forum tents were well attended with a good many speakers reporting most seats filled. Personnel from the FAA and EAA gave talks on the new Sport Pilot rule from various perspectives, and vendors gave listeners details of their aircraft or services. Topics also included fractional ownership of LSAs (yes, just like the bizjet owners), insurance, powerplant maintenance, building or repair advice, aircraft design advice, appropriate weather for flying, weight-shift aircraft, Light Aircraft Manufacturers Association (LAMA) services to producers, networks of places to fly LSAs, LSA business opportunities for CFIs and FBOs, and business marketing services. In short, if you wanted to know more about Sport Pilot/Light-Sport Aircraft, the Sebring forums were an excellent way to bulk up your knowledge. While the Expo was going on, the National Association of Flight Instructors (NAFI) held its first ever symposium for general aviation CFIs and FBOs. With nearly 50 persons attending, NAFI held two mornings of meeting room lectures by various experts including aviation educators John and Martha King, former SkyStar President Ed Downs, insurance expert Bob Mackey, EAA ultralight chair-person Carla Larsh and others. Each day in the afternoon, attendees went to the Expo where arrangements had been made to allow them to take flights in LSAs that interested them. Nearly all took flights as desired after the first day, and most went back for more on day two. Sebring was judged so successful that NAFI Executive Director Rusty Sachs said the organization was planning additional symposia to be conducted elsewhere. Demo Flight Delights Perhaps the main attraction of Sebring was the chance for potential customers to fly with vendors in their aircraft. Several vendors reported steady action throughout the event. After Thursday and Friday (with a big Saturday to follow), air operations personnel reported about 500 flights taken, so final numbers surely exceeded 1000 flights. Assuming attendance guesses were right, between one in three and one in five visitors took a flight. Instead of encountering the long walks found at some events, visitors to the Sebring Expo found displays concentrated enough that they could stroll the grounds and see all the planes and services in a shorter time. The smaller venue also made it much easier to move a plane from its exhibit space down a taxiway (using the engine rather than walking it) to the flightline. Many aircraft used the Runway 14/32, while others joined the general aviation pattern on Runway 18/36. Powered parachutes and others used a grassy area to the west of the Runway 14/32. These options meant more demo flights were taken to the satisfaction of those who came hoping to do precisely that kind of evaluation flying. Demo flights in LSAs at Sebring were not the once-around-the-patch hops common at major airshows. Given the open surroundings and cooperation of the airport, flights were commonly 20 minutes or longer, and visiting pilots could get a good sense for the handling and performance of an aircraft. Kudos must go to the vendors and volunteer staff for facilitating these flights. Despite the steady flying at an airport simultaneously serving normal GA operations, Sebring Chairman Bob Woods was especially pleased that the Expo was incident free. "We had no ground accidents, no air accidents, and everything went smoothly and safely," he said. New Aircraft and Familiar Names There were many notable Light-Sport aircraft introduced at Sebring. Here's a sampling of them: IndUS Aviation's Thorpedo, with its six-cylinder Jabiru powerplant, is based on the Thorp T-211. In fact, the company sells a Part 23-certified T-211 with a Continental powerplant but recently fitted the Jabiru 3300. The additional 20 hp made for a strong performer in this enjoyable aircraft. Aspects of the Thorp's design, developed in the 1940s, eventually showed up in the prolific Piper Cherokee series. (www.indusav.com; 877/GO-INDUS) An interesting aircraft was on display as a result of company officials of Opus Aircraft buying the design rights from England. The ARV Super 2 tried the U.S. market once before, but that Minnesota-based effort never got off the ground. Opus Aircraft has set up operations at the Rockingham County Airport in Stoneville, North Carolina. (336/573-3779) Stellar Aircraft flew its AstraTrike, which is powered by the air-cooled, four-stroke, twin-cylinder HKS 700E engine. Developer Allistair Wilson has long been a trike enthusiast, though he flies all manner of fixed-wing aircraft. After his British supplier, Pegasus, pulled out of the U.S. market following a lawsuit, Wilson chose to create his own trike. Available at present with a Rotax 503 or the HKS, the trike is a well-engineered design that incorporates the numerous changes desired by a trike expert. Some may think LSAs are becoming too expensive, but the Astra trikes are priced from $15,995-$19,995, the latter with the four-stroke engine. (www.astratrike.com; 812/384-4760) AveoTech has a new deal with German designer Wolfgang Dallach, creator of the Fascination. The latter airplane is too speedy for the LSA rule, though the retractable-gear version will be sold as an Experimental/Amateur-Built kit. A fixed-gear, fixed-pitch prop model, AveoSport WD, has been prepared for the U.S. market. Denton, Texas-based AveoTech has become a partner with Dallach and will represent his designs, among others. AveoTech also has a line of instruments and accessories. (www.aveousa.com; 210/568-3795) Florida resident Jack Harper (once a rep for the Dallach company mentioned above) showed and repeatedly flew his Lil' Breezy B-Model, which vaguely resembles the more famous Breezy but is done in ultralight style. (www.harperaircraft.com; 904/778-0021) A new company, Reliant Paracraft Aerosports, showed its new powered parachute, which resembles one formerly marketed as the Destiny Fusion. The new rig features a cockpit enclosure and an open look quite different from many powered parachutes, most of which have structural tubing around the occupants. The Florida-based outfit bills its aircraft as the "ultimate off-road vehicle," and Harley-Davidson fans will surely recognize the logo. (www.flyawaytoday.com; 239/283-2103) Many stalwarts of the industry exhibited at the inaugural Expo, and their names are recognizable. Rollison Light-Sport Aircraft displayed its top-of-the-line Remos G-3 Mirage and a more modestly priced EuroFox. Rollison has ceased importing the Ikarus-Comco C42, and that job has now been taken over by a British company. (www.rlsa.us; 812/384-4972) Flightstar brought both of its American-designed models plus the CT2K import. The latter model is a sleek, high-end LSA. As the American representative for the HKS four-stroke engine, Flightstar-related company HPower is well positioned to take advantage of the new LSA regulations. (www.fly-flightstar.com; 860/875-8185) Interplane showed its attractively priced SkyBoy, which at $29,900 ready-to-fly is one of the LSA segment's great bargains. No wonder a good number have already been sold. U.S. importer Ralph Mandarino, a former auto executive, also owns the factory in the Czech Republic. (www.interplaneaircraft.com; 313/882-3400) North Carolina-based B Bar D Aviation brought not one but three of its attractive Fantasy Air Allegro 2000 imports. Company pilots flew a good number of interested parties, and proprietor Doug Hempstead said there was excellent interest from Sebring visitors. (www.bbardaviation.com; 336/449-7770) Evektor, the Czech producer of the SportStar and EuroStar, was present for the ASTM meetings that kicked off the Florida event. Weather prevented their aircraft from arriving until Saturday evening, but even at that U.S. sales  rep Jeff Conrad was pleased at the response. (www.sportaircraftinternational.com; 830/896-8910) Hummel Aviation boss Terry Hallet brought an UltraCruiser Plus, which well-known competition pilot John Jacob kept flying throughout the event. This UltraCruiser was designed by Morry Hummel (of Hummelbird fame) after he recovered from a serious accident at an advanced age. (www.flyhummel.com; 419/636-6700) Kappa 77 USA showed its stylish Kappa 77 from the Czech Republic. The staggered seating, all-metal LSA was flown to Florida from Pennsylvania by affable proprietor Ed Miller. (www.flykp5.com; 570/977-1125) Hansen Aero brought two very different aircraft, both designed and built in Italy. For years this Georgia-based company has offered the tandem-seat Sky Arrow and the Tecnam line of aircraft including the P-96 Golf. (www.hansenaero.com; 770/427-6311) Quicksilver Manufacturing was represented by its local dealer, Floatplanes and Amphibians. This Sebring-based company specializes in adding floats to the Quicksilver line and also represents other brands such as AirBorne trikes. (www.floatplanesandamphibs.com;  863/655-3770) Powrachute powered parachutes is one of the industry's leading producers of these fun-to-fly aircraft, which are eligible under the LSA category. Powrachute leads with new product design and have proved their abilities by fitting a T-58 jet engine to one chassis as a dramatic marketing maneuver. (www.powrachute.com; 620/429-1397) An early import to gain a solid American following is the Sky Ranger. Designed in France and built in the Ukraine, the Sky Ranger is now being represented by Doug Koenigsberg, based in Hedgesville, West Virginia. (www.skyrangeraircraft.com; 304/754-6010) SportAir USA showed its attractive StingSport aircraft and flew numerous demo flights during the event. This mostly carbon fiber design turns heads everywhere it flies. It is imported and represented by Bill Canino of Little Rock, Arkansas. (www.sportair-usa.com; 501/228-7777) Sportsplanes.com representative Josh Foss is rapidly setting up a network of centers around the country to handle fully built and other aircraft from Zenith Aircraft and other brands. His centers will be of help to traveling pilots needing services. (www.sport planes.com; 801/420-6176) Jabiru USA showed its broad product line including the popular engines from Australia, but also the Jabiru J400 and the shapely Esquale import from Spain. This Wisconsin company was to move to Tennessee at the end of 2004. (www.usjabiru.com; 800/522-4781) Aero Adventure is the producer of the popular Aventura line of boat-hull ultralights, among other designs, but this Florida company also makes a line of interesting ground vehicles. (www.sea-plane.com; 321/635-8005). While Spectrum Aircraft's twin-engine models don't qualify as LSAs (the rules limit them to one engine), the Sebring-based company has several other eligible models all designed and built in the Ukraine. These include the A-20 Varlet, a two-seat,100-hp pusher design featuring a cantilever wing. (www.spectrumaircraft.com; 863/655-9299) Buckeye Aviation is one of the original producers of powered parachutes and has thousands flying. The company is still at the forefront of innovation with new fairings for the regular line and an interesting Aerial ATV that performs well in the air or on the ground. (www.buckeyeaviation.com; 574/892-5460) Another trike company showing at Sebring was Air Creation, the weight-shift aircraft builder from France. For a professional product, interested parties hardly needed to look further. The company's U.S. sales rep, John Kemmeries of Arizona, is also a part owner of the French company. (www.aircreation.net; 623/566-8068) Major American kit-aircraft producer RANS was present with a Coyote—which sold the first day, no surprise at $48,500 ready to fly—and the S-7 Courier. Owner Randy Schlitter said he should have brought more planes as he saw the sales potential of Sebring. (www.rans.com; 785/625-6346) Even a couple of "heavy iron" aircraft were on display at the event. A new Symphony 160 was available for purchase, and twin Part 23-certified Alarus models (based on Chris Heintz's Zenair line) from Aircraft Manufacturing and Development were exhibited. In addition, Sebring's long ramps were full of GA aircraft of all kinds, many of which had flown in to visit the Expo. There were also engines of note. You heard people talking about Florida-based William Wynne's 100-hp Corvair engine conversion installed in a Zenair 601 or "ZenVair" (www.flycorvair.com). Visitors could examine engine conversions involving such famous names as Harley-Davidson (www.hog-air.com; 888/782-7676) and BMW. Yet despite such well-known brands, Rotax continues to command the LSA powerplant market. Its largest U.S. representative, Lockwood Aviation Supply, is based at Sebring (www.lock wood-aviation.com; 800/527-6829). Even More Sebring? Nearly everyone agreed the layout was good and the organization was remarkable for a first-year event. But next year, the power generators should be located farther from places where people need to converse. Also, vendors who were assigned to a grassy area to the east didn't see the traffic they might have had visitors not been blocked by an active taxiway. When no airplanes were passing, visitors were free to cross, but the safety ropes were up often enough to discourage many. ring organizers are surveying  vendors to find out how they can improve the event. With a conviction to please exhibitors and visitors and a can-do attitude, Sebring seems sure to become a regular part of the American aviation airshow scene. The first U.S. Sport Aviation Expo was successful enough that dates have already been set for 2005; visitors should plan on October 27-30. I suggest making reservations for exhibit space or hotel rooms early. TO REVIEW ALL articles by Dan Johnson that have appeared in KITPLANES®, visit www.ByDanJohnson.com, which links to the KITPLANES® web site with  articles of interest.

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. Lane built the machine around a Hirth F-33 single cylinder, 28-hp engine that he says gives the Light Trike a solid 600-fpm climb rate. The simple aircraft weighs only 380 pounds gross and 198 empty (giving it a whopping 56 pounds to spare under Part 103). It can cruise at 55 mph and stalls at 24 mph. Skymaster boss Bob Bieser said at press time that a few changes will be made to the Light Trike, such as providing added occupant protection from the rather close propeller. After these final modifications, Bieser intends to put the "nanotrike" into production. Its price has not been set. Phoenix Aero 503 Powered parachutes have overwhelmingly been two-seaters, nearly all of them tandem. The few side-by-side designs are clearly in the minority, as are new  single-place units. Most manufacturers have solo models, but few promote them vigorously. Perhaps this is no wonder since they use most of the same parts and yet sell for significantly lower prices. Phoenix Powered Parachutes, however, prominently displayed its Aero 503 at AirVenture 2004. A large signboard revealed a price of only $10,795, complete and ready to fly, $4000 less than the company's comparable two-seat model. Tipping the scales at only 250 pounds, the Aero 503 can still squeeze in the most popular Rotax two-stroke and meet the rule's definitions. With a 46-hp Rotax 503 providing the thrust through a 62-inch Ivoprop, the Aero 503 is lifted by a Performance Design 400-square-foot canopy. At a normal cruise of 25 mph, the 5-gallon fuel supply will keep you aloft for 2.5 hours, Phoenix says. The carriage is smaller and lighter than those supporting two-seat powered parachutes, some of which have become large vehicles with powerful four-cylinder engines. Aero 503 stays on a diet that allows a takeoff run of 50-200 feet even with the smaller powerplant. Raceair Zipster Ed Fisher is a remarkable developer of Part 103-compliant aircraft. He's done it three times, and each was an award winner. An earlier model, the Zippy Sport, was used to help test Rotax engines for faster ultralights. Since Zippy Sport was sold to Green Sky Adventures, Fisher has designed and built the bi-wing Micro Mong, the monoplane Skylight, and now the Zipster. All three use small engines like the 28-hp Rotax 277 (no longer available from Rotax), and all are comfortably under Part 103's weight limit—yet they perform admirably. With designs as light as Fisher's, big engines simply aren't necessary. For those willing to register as Amateur-Built, Fisher says the Zipster can be fitted with larger engines such as the Rotax 503, VW engines or the 1¼3-Corvair conversion—all of which would make for robust performance. Zipster is a plansbuilt airplane with various components coming from Fisher and, possibly, fully built aircraft. Seeing how he regularly builds award-winning models, the latter idea may be quite appealing for those with a bit more budget. A first-time builder might take 1000 hours to assemble the Zipster, though experience can deduct a third of the time, Fisher says. Innovator Technologies Mosquito XE Just over a year ago, I wrote about Canadian John Uptigrove's Part 103-compliant helicopter, the Mosquito. He was back at this year's AirVenture to show his enclosed model, the Mosquito XE (XEL with floats). Last year's model, still available, had a skeleton look that captured the attention of lots of folks. The diminutive machine didn't look tough enough to fly until Uptigrove took it up and showed his mastery of the simple aircraft. Now the Mosquito has skin over the bones, transforming its appearance. An independent review in this magazine (KITPLANES® May 2004) gave the machine good points for control harmony. Though a Mosquito won't take you far on Part 103's 5 gallons of fuel combined with a 60-hp Zanzottera engine, rotary pilots can have a superb local area sightseeing machine. Helicopters require skills many fixed-wing pilots lack, but the company adds training to the price of the base machine (which is just more than $20,000). To fly as a Part 103 ultralight vehicle, the Mosquito XEL requiresfactory floatation. The FAA permits float-equipped 103 ultralights another 60 pounds for a total of 314 pounds. The Mosquito XE weighs 312 pounds, Uptigrove says, a perfect fit. Used 103 Ultralights All the aircraft mentioned are reasonably priced even for modest budgets. If they still cost too much, though, one alternative is used aircraft. Many older ultralight aircraft were light enough to qualify for Part 103. Each year at AirVenture the ultralight area features some "antiques." This year a sharp Kasperwing tailless ultralight was on display. Powered by a Kawasaki 340, this light aircraft should be a potent performer. Shopping for used aircraft can mean buying into somebody else's trouble, but careful examinations might uncover a gem for a small investment.For those willing to fly single-seaters and aren't in a hurry, there are several interesting choices. TO REVIEW ALL "Light Stuff" columns, visit www.ByDanJohnson.com, which links to the KITPLANES® web site with  articles of interest. For More Information: Skymaster Powered Parachutes 262/966-2533 www.flyskymaster.com Phoenix Powered Parachutes 574/892-4785 www.phoenixpoweredparachutes.com Raceair Designs 330/856-7520 raceairdesigns@aol.com Innovator Technologies, Inc. 403/669-3101 www.innovatortech.ca

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. But also, this engine usually provides a LSA with plenty of power and I simply wasn't that concerned that it wouldn't lift above the fully tree-lined runway (which was otherwise of sufficient length). I lifted off in ground effect and seemed to climb almost normally though not as fast with full power. When I rose above ground effect and saw I was barely above the tree tops and not climbing, I had my first twinge of real concern. I tried an aggressive turn down a perpendicular runway but I couldn't make the turn so I turned back to the east runway heading. The sharp bank robbed me of more altitude and now I was running out of runway. Since I was flying a one-and-only Parrot heading to Sun 'n Fun, I didn't want to damage the plane. Because I needed braking power to stop before the trees at the end of the runway, I chose to plant the gear firmly on the ground and hoped to stop in time. I hit hard, breaking one gear and veering off into trees and brush on the side of the runway. Despite my effort to save the bird, I damaged it substantially and hurt my back in the process. I was solo in the plane, have flown other comparable planes with this much power and often not needed full power so I convinced myself I could continue. As another friend noted, I also had a lot on my mind with Sun 'n Fun about to start. I had a zillion things to do at that show and while I don't believe I was thinking about it, it surely was part of my mental process that day. Here's my two new personal rules of flying (adding to a long list that helps me not do dumb stuff in aviation): (1) I will always abort any flight that has less than full power showing even if full power is not needed to launch. (2) I will no longer conduct a flight of two as I believe it limits options for the pilot. OK, this will end my accident update...next SPLOG will return to airplane info.

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. I am extremely grateful for this outpouring of concern and the support it represents. I feel sure to continue my improvement and, of course, I will fly again (though it may be a few months before I can worm my way into the tighter cockpits). In the days ahead, I expect to add more SPLOGs about what happened. Bear with me as I get back up to speed...but THANKS for a continuing record number of website visits. That alone is highly gratifying.

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. Does this sound like a fun Sunday afternoon of flying? An Amazing Accomplishment Launching at 7 a.m. on May 24, 2004, hang glider pilot Angelo d'Arrigo began a flight that would set a new precedent for hang gliding worldwide. "The man who has already crossed the Sahara and Siberia with his hang glider made history: he flew over Everest with his hang glider," the press release exclaimed. Meredith-Hardy, a highly accomplished ultralight pilot, towed d'Arrigo toward the summit via a thin line attached to d'Arrigo's modern rigid-wing hang glider. Both machines were carefully chosen. Meredith-Hardy flew a British-certified Pegasus Quantum trike with a 115-hp Rotax 914 turbo engine. In turn, d'Arrigo's Icaro Stratos is a supplemental weight-shift hang glider with a carbon-fiber D-cell leading edge that can achieve close to a 20:1 glide. Neither aircraft has any enclosure, and it was as cold as the Antarctic. Not only did these two men accomplish this impressive feat, they did so on a modest budget and beat a deadline planned two years in advance. Their flight may not have faced the same technical obstacles of Burt Rutan's SpaceShipOneachievement, but it isn't far behind. And the Over Everest flight undoubtedly placed greater demands on the two pilots. Although KITPLANES® readers are more familiar with Rutan, d'Arrigo is highly accomplished as well. He's won numerous international hang gliding contests and has flown his hang glider 1000 kilometers across the Sahara desert. He made the first solo flight across the Mediterranean Sea-in a hang glider under tow. He has also spent much of his life working with migratory birds with a special focus on endangered species such as the Himalayan Eagle. Dawn at the Top of the World Although conditions are always changing at this altitude, the weather gods smiled on Englishman Meredith-Hardy and d'Arrigo, an Italian. Meredith-Hardy had trouble starting his engine, and repeated tries had drained the battery. Fortunately, before a second battery brought just for this reason also expired, the engine came to life. After checking and rechecking their gear, the tow line was attached to the trike tug and to the hang glider. The moment of truth had arrived. At this height and in these conditions, takeoff was achieved at about 70 km/h (44 mph) after a long run. Both pilots had already been breathing oxygen for about 30 minutes, part of the acclimatization to prevent nitrogen bubbles from forming in their bloodstream. Takeoff went well, and the initial climb out started. Meredith-Hardy writes (much of my research was conducted via e-mail interviews with the two pilots) that his trike lifted from the rough mountaintop airstrip "with about 100 meters to spare. I circled round to the right...and it was only a minute or two before we were high enough to be able to land back again. That first bit is really scary-there's simply nowhere to go in the event of an engine failure or propeller damage on takeoff." After their climbing cross-country flight, d'Arrigo chronicled a key moment: "South of Everest and close to the peak, we ran into a gigantic area of rotor turbulence, which dragged the microlight violently downwards, projecting me in the hang glider upwards at the same time. This caused the tow rope to break at the safety link. "We were at a height of about 9000 meters; I was 500 meters south of Everest, about 150 meters over the peak. I released what was left of the tow rope and headed for the peak, flying over it soon after. This was the moment, flying over Everest! I had succeeded in the attempt to fly my hang glider over the highest mountain in the world." Then the situation again became grave. Originally, d'Arrigo would have stayed on tow and planned his release for free flight over the summit. He and Meredith-Hardy could have maintained visual contact with one another. However, the turbulence that upset the flight and broke the tow line's weak link left the trike pilot unable to see his aerial companion. Meredith-Hardy writes: "I realized we had a line break, and by the way my machine leapt forward I could immediately tell it was at my end. Whether it was the safety weak link that had broken or something else, I had no way of knowing. With all my high-altitude gear on, I didn't have much neck mobility, so I couldn't look back to see him, and I didn't see anything in the mirror. By the time I had circled round, Angelo, in a white glider against the vast white background of the upper Khumbu Glacier, was nowhere to be seen. Vanished into thin air!" Now, many miles from his preferred destination, d'Arrigo has been suddenly cut loose and had to fend for himself. Neither could he locate Meredith-Hardy and the Pegasus trike. His story continues: "I had identified 10 possible emergency landing sites. I had marked them all on a map with their GPS coordinates." He eliminated several options and focused on an Italian research station near the base of the Everest summit. Thanks to careful planning and steely nerves strengthened from his earlier exploits, d'Arrigo was able to make his emergency landing. "When I had reached the right height, I started to prepare for the final approach for a landing just north of the pyramid. During the final approach, when I was just a few meters from the ground, my speed was still 100 km/h. "It was important to use the wheels for landing, because of the high speed caused by the altitude, along with the weight of the equipment (oxygen cylinder, thermal clothing, three video cameras with recorders and batteries, two still cameras, survival materials, etc.)." A few minutes after landing, d'Arrigo spoke euphorically via satellite telephone: "It's a great honor to have flown over Qhomalanga, Mother Earth (the name given to the highest mountain by the Tibetans). The weather forecast had predicted weak winds, when in fact they were very strong. This proved particularly difficult over the southern peak, where the difficulty started. "The flight was extraordinary, I took off from the Khumbu Valley and flew over [the peaks of] Namche, Amadablam, Nuptse and Lotse until I reached Everest, where I saw the Italian expedition climbing the northeast peak, and they saw me too. "At about 10 a.m., I landed at a very high speed at the Pyramid of Everest-the Italian Scientific Research Centre-and I met Beppe Monti, the director, with his men. They were the first people I saw. Later, I rejoined my team, who were preparing a party for me at the base camp." Thorough Preparation The initial idea-that of being towed aloft and then to release, subsequently gliding up on the powerful ascending currents blowing up the north face of Everest-was not possible. D'Arrigo decided that the hang glider would have to be towed up to a sufficient height near the peak of Everest, approaching from the south and then gliding over the summit after having released the tow rope. This is no ordinary long cross-country flight. It took months of preparation, planning and conditioning. D'Arrigo arranged for himself and Meredith-Hardy to work with medical staff experts in high-altitude physiopathology from the Aerospace Medical Centre of the Italian Air Force. He conducted experiments and investigations on his own physiology and the problems caused by high altitude, testing his body's reaction to rapid altitude changes in hypobaric chambers. With the help of the Air Force staff, d'Arrigo devised and perfected the equipment required for the oxygen-breathing apparatus. Other studies used cold weather facilities owned by sponsor Fiat Auto. A wind tunnel was also employed to mimic the harsh conditions ever-present on Everest. Finally, the Over Everest team moved to Syangboche, Nepal (elevation: 12,350 feet msl). This village is a few hundred meters above Namche Bazar, the city that has become a symbol of the Sherpa population of the Solo Khumbu valley, which runs up to the Everest base camp. This location was chosen partly because it has a beaten earth runway, built many years ago by Sir Edmund Hillary-the first person to climb Everest-in order to transport building materials used for the schools and hospitals constructed for the local population. When they arrived, d'Arrigo and his team discovered that the runway no longer existed. It had become a pasture for yaks. For some years the Pilatus Porter aircraft were used for communications in these valleys. But they had been replaced by Russian twin-rotor helicopters, surplus from the war with Afghanistan, and so the runway had fallen into disuse. With help from their film crew, d'Arrigo and Meredith-Hardy labored to return the runway to usable condition. Birdman of Everest Angelo d'Arrigo is not only a pilot, he also studies those true masters of flight-eagles. "Part of the Over Everest project was reintroduction of a pair of Himalayan eagles in the Nepalese Khumbu Valley, where they have been extinct for some years," he said. He reared the pair in captivity, bringing them to a stage of independence sufficient to give them a chance of survival in their natural habitat. "After we reached Kathmandu, we had to wait for a few days before the bureaucratic procedures had been completed, after which we would have been able to continue our journey towards the upper valleys of the Himalayas. During this brief period, the eagles unfortunately caught a virus. We immediately took them to a veterinary center, where they were treated. The female reacted well to the medical care, but the male remained rather sickly. When we left for the high valleys, I thought it better not to take him with us. He was too weak, and exposing him to that habitat could have been dangerous. So we just brought the female-Gea." D'Arrigo frequently flew with her in the valley, using both a paraglider and a hang glider. These flights enabled the eagle to become accustomed to the habitat and the territory. "With the help of the entire team, during the final stage of the expedition we taught Gea to hunt so that she could survive independently," d'Arrigo explained. "In the end we freed her in her native valleys. Before we released her, I fastened a microtransmitter onto her, which, by means of a sophisticated system, transmits a signal allowing us to monitor her movements and activities in the area. Later we will be able to trace her during her migratory flights." For most of us, the Everest flight by itself would be the achievement of a lifetime. For d'Arrigo, the flight and the eagle release seem all in a day's work. Aviation now has two new heroes to stand alongside giants like Burt Rutan. FOR MORE INFORMATION, visit d'Arrigo's web site at www.angelodarrigo.com or visit Meredith-Hardy's site at www.flymicro.com. To review all "Light Stuff" columns that have appeared in KITPLANES®, visit www.ByDanJohnson.com, which links to the KITPLANES® web site with articles of interest.

One innovative designer offers an alternative to foot-controlled powered parachute flight. For those of you that don't know, most powered parachutes are steered around the sky using your legs. Pushing with your right leg exerts downward force on a steering line routed to the right trailing edge of the canopy/wing, producing drag on that side and initiating a turn in that direction. The motion isn't hard-though some designers have added mechanical advantage to make it easier-and the turn is more responsive that you might imagine. But what if you don't have good use of your legs? How might you fly a powered parachute? Canadian powered parachute manufacturer Para-Ski offers a handlebar arrangement, and other companies have experimented with similar ideas. But nearly every other supplier of these flying machines uses a foot-steering arrangement of one kind or another. James Leon of Kankakee, Illinois, has another alternative.

Call It Power Steering

While Para-Ski has its handlebars, a measure of physical effort is still involved. Leon's system involves a couple of air cylinders that move the lines as commanded by hand movement of levers placed adjacent to the single joystick. According to Leon, such hand controls can be taught to persons without full use of their legs. "This system was designed for the paraplegic pilot who must release the throttle lever to operate their steering via hand controls," Leon said. "Our system allows you to steer, flare and set trim with one hand while operating the throttle with the other hand." According to Leon, his system uses "the best cylinders, control valves and certified air tank that we could find." The system has a pressure relief valve, air regulator, gauge and onboard compressor, which he says "draws very little amperage." A beginner could easily learn the hand controls from the aft seat while an instructor overrides the system, if necessary, from the front. It shouldn't take long as the controls are obvious-pull right to go right, pull left to go left and pull both to flare. The air steering system costs $1500 installed including all hardware items.

Other Unique Products

Leon owns The Ultralight Place and operates the company from the Greater Kankakee Airport. At the time of this writing, the company just received word that it had earned the designation as the first ultralight operation to acquire an FBO status at the airport. Leon is quite an inventive fellow, and his company features several other interesting products in his catalog. In fact, another of his inventions serves to allow the hand steering controls to work more efficiently. Since 1996-a relative eternity in the young powered parachute industry-The Ultralight Place has been selling its single stick control. "With this feature," Leon says, "the throttle, or pitch control, is changed by moving the stick forward and back. The ground steering is controlled by moving the stick from left to right." Not only is this intuitive from a steering standpoint, but, he states, "it's very handy as pitch and ground control are performed with the right hand," leaving the left hand for lateral steering via the air system. Other aircraft fitted with hand controls force the pilot to release one control (throttle or ground steering) to alter the other. Leon says he can rig the throttle either way. Buckeye Aviation uses the joystick throttle as a regular joystick; you pull aft to add power and climb and push the joystick forward to slow the engine and descend. Some pilots, myself included, find this counterintuitive to our conventional training (throttle forward means more power, not less) but beginners reportedly adapt quickly. Since Leon will link the throttle whichever way you wish, pilots used to advancing the throttle by pushing forward on the joystick may feel more comfortable. Another product dating to 1996 is Leon's louver system, which incrementally closes airflow through the coolant radiator. Pilots in colder climates can help their engines warm up faster, though Rotax representatives say the coolant flow through the engine is adequately regulated in flight. As with all his other products, Leon's electrically powered louver system is beautifully executed. A kit for the system runs $40 plus the actuating cables needed to move the vanes. In addition to products for powered parachutes, Leon's company offers specialty products for fixed-wing aircraft. The company offers a cabin heating system that supplies 70-80° F forced air for $300, a welcome addition for any pilot who flies in colder climates. Leon also makes a complete fuel filler system including flip-up filler cap, mounting bracket, hoses and connections; it sells for $125. Other fabricated components include battery covers, custom-built instrument panels, brakes, fuel tank covers and custom-made wheelpants, which start at $100 each. One interesting factory product on Leon's beautiful Buckeye Breeze is the underwing-a surface that he is enthusiastic about, saying that it can noticeably improve a powered parachute's overall glide performance.

NAFI Man

Many developers are not heavy users of the products they develop; engineering and piloting are different skills with different activities. But Leon is a builder and a user. His flight jacket has a large sewn-on emblem from the National Association of Flight Instructors (NAFI) recognizing him as one of their Master Instructors. He uses his specially built Buckeye, among other powered parachutes, to give lessons. In addition to training, The Ultralight Place also offers ceramic and powder coating, TIG and MIG welding, and a Level-Four Rotax Repair Station. But Leon isn't just a powered parachute fellow-he represents fixed-wing aircraft like Flightstar and the WeTTrike weight-shift amphibian. The Ultralight Place has a wide product and services line, but the company's surprisingly thorough web site will walk you through it all. In addition, the site provides general flying advice on a variety of topics, and most pilots will probably find something informative to read. An affable fellow, Leon's polished-to-perfection custom Buckeye Breeze was fitting evidence of his remarkable workmanship. It made me want to buy hardware from him-and I don't even own a powered parachute! Hmmm, maybe that ought to change? FOR MORE INFORMATION, contact The Ultralight Place at 815/529-3000 or visit www.theultralightplace.com.

This article was originally published in Kitplanes Magazine

In late 2005 I began visiting general aviation flight schools around the country on behalf of EAA and industry. I found a few schools already embracing FAA's newest class of pilots and aircraft. One is Falcon Executive Aviation in Mesa, Arizona. When I visited this school at the occasion of the Phoenix Sport Pilot Tour, I asked Vic Hannig how he felt about their use of an LSA. Specifically, I wanted to know if the LSA was taking flight hours away from their fleet of GA aircraft trainers. His answer, "No. It's new money." His comment referred to students they would not have trained otherwise were it not for their acquisition of a LSA and their pursuit of Sport Pilot instruction. Falcon isn't the only school to support SP/LSA. St. Charles Flying Service (St. Louis area) and Aero-Tech (2 schools in Kentucky) are also enthused about the new category, plus others I don't have room to list here. Hopefully many more will follow their lead.

Recently at least four companies have announced their expansion plans and more have certainly been working similarly but not made their plans public. I'm only guessing here (while we wait for federal N-number registrations to catch up to reality)...but I'd say deliveries of SLSA may have numbered 500 aircraft in 2005. While that's a healthy start, 2006 appears to be a year for LSA to fill the skies far more. Flight Design announced plans to approximately double output of their market leading CT to over 200 aircraft (half of which will come to the USA). TL Sport Aircraft is preparing to quadruple production of their StingSport. FlyItalia-AveoUSA is adding a much larger factory for 150 workers. And Texas-based Legend Aircraft is building a new plant to substantially increase deliveries. With these and others planning to build many more planes plus new providers coming online, we could see 1,000+ deliveries in 2006. If things go well, I can envision 2,000 units annually in another year or two...and I think I'm being rather conservative.