Dan Johnson, Author at ByDanJohnson.com

Part 103 Ultralights Shine

By Dan Johnson || April 27, 2006 6 Comments (Edit)

We've seen a stream of nanotrikes, and Skymaster's Light Trike is surely the best looking prototype. The detail of fittings on the Light Trike show in the bright hardware and colorful tubing, components that come from Skymaster's primary business of powered parachutes.

By anybody's measure, a new aircraft for under $11,000 has to be of interest; it's less than half the price of the average new car. The Aero 503 qualifies for Part 103.

Ed Fisher's designs offer pleasant flying with substantial performance on small engines. This Zipster garnered a judge's award at AirVenture, as have his previous Part 103 entries.

John Uptigrove did what some thought couldn't be done-he built and flew a Part 103-compliant helicopter, his Mosquito XE.

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

Published in Kitplanes Magazine

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?

By Dan Johnson || April 21, 2006 Leave a Comment (Edit)

The Czech Aircraft Works Parrot is represented in the USA by Sport Aircraft Works of Florida. It's a fine plane that I enjoyed flying and is part of their family of Mermaid amphibian and Sport Cruiser.

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.

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

By Dan Johnson || April 17, 2006 Leave a Comment (Edit)

Just to have a little decoration, I use this graphic from friend and LSA businessman Paul Hamilton who prepares training aids in DVD and print form for Sport Pilots. Thanks, Paul! (It's a lot more pilot-friendly than some medical view of my spine).

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.

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

By Dan Johnson || April 5, 2006 Leave a Comment (Edit)

John K. Moody, a.k.a. the "Father of Ultralights," directs a Discovery Channel crew as they attach small cameras to the Easy Riser's leading edge.

While this Part 103 legal ultralight's cockpit may appear spartan, it in fact bristles with the controls and levers Moody uses while flying.

After losing his nosewheel to the "repo man," off come Easy Riser's maingear.

Moody's plane appears to be in big trouble. All three of its landing gear have been shot off, and now a third shot takes off the horizontal tail shown fluttering away!

As the act comes to a close, Moody lands neatly on his feet sans wheel landing gear or horizontal tail, unbeknowst to spectators that the plane needs neither part to function.

Moody shows off the Easy Riser's day-glow orange wheels, which are painted this color so his crew can easily find them after they've been "blown off."

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. After gaining a couple hundred feet he flew up and down the beach until he exhausted his fuel, and the engine suddenly quieted. I recall everyone was astonished-though the high and mighty of hang gliding acted nonchalant when he came around and landed lightly on his feet. In that single flight, Moody flew 10 times as long as I did in the entire weeklong contest. (Of course, our hang glider flights in those days were measured in minutes, and there were not very many of them at that.) Pioneering Ultralight Businessman With the help of the famous instructional book by Wolfgang Langewiesche, Stick and Rudder, Moody taught himself to fly. In the early 1970s that was common, although today-in the shadow of the Sport Pilot/Light-Sport Aircraft rule-it seems foolhardy. Clearly, Moody's early investigations were pioneering. He was one of the first to enter the ultralight business (CGS Aviation founder Chuck Slusarczyk was also involved early on). But Moody was so early in the game that no one even called it the "ultralight industry." His Ultralight Flying Machines of Wisconsin developed power components and other gear to make the Icarus II or Easy Riser tailless biwing into a powered hang glider. Near the beginning of ultralight aviation, Moody sold the Stewart Maximizer reduction drive, an elevator system mounted on a tail assembly (for those who were unsure of a powered tailless aircraft), specially developed crosswind landing gear that allowed all three wheels to swivel, permitting the two-control aircraft to operate in moderate crosswind conditions. After Moody helped jump-start the ultralight industry, it began to develop rapidly. He eventually left the business, but his contributions have not been forgotten. In fact, his name is inscribed in history through an award issued in his name: The John Moody Award-the U.S. Ultralight Association's highest honor. Moody himself was the initial recipient, in 1991, of this award, which recognizes outstanding contributions to ultralight aviation. Thirteen industry leaders have been honored with the Moody, all of whom (including this author) owe a debt of gratitude for Moody's experiments with powered hang gliders. He was also a Southeast Wisconsin Aviation Hall of Fame inductee in 1998 and in 1999, and he was the first inductee to EAA's Ultralight Hall of Fame. Over the years, Moody has been featured in numerous periodicals. His story has appeared in Popular Science, Popular Mechanics, Smithsonianand National Geographic as well as in a variety of aviation trade magazines. Colorful Airshow Performer Shortly after he began flying the Icarus II under power, Moody took his unusual flying machine to EAA's Oshkosh event. One of his flights turned out to be a highly memorable event, producing a fascinating scene caught on videotape. People who witnessed it still talk about the unbelievable sight and Moody's miraculous recovery. During a routine where he performed steep wingovers to show the aircraft's maneuverability, Moody got a bit overzealous and found himself hanging upside down. Following a short inverted phase, his powered, tailless Easy Riser entered a stunning series of four head-over-heels tumbles. Far too close to earth-a mere 50 feet off the deck-his Easy Riser flew out of the tumbles, and Moody was able to land without incident or injury. Moody remains active in the Part 103 segment of ultralight aviation, and since 2002, he has also been pursuing the airshow circuit. He performs a one-of-a-kind comedy routine in his Hirth-powered, specially configured, vintage 1977 Easy Riser. The announcer, sounding as if he has been caught off guard, reports that the pilot of the ultralight that just took off is apparently late on his aircraft payments. Suddenly a crazed repo man runs out on the field with a shotgun, seemingly bent on shooting Moody and his biwing aircraft out of the sky. His first shot misses Moody but takes off the nosewheel. Uh, oh! Another shot, and off come the maingear. Yipes, no gear at all! A third shot takes off the Easy Riser's horizontal tail, which flutters away. Finally, before airshow officials can subdue the wild gunman, a fourth shot hits the engine, which begins sputtering and smoking. Somehow, Moody maintains control with the aircraft flying erratically and brings it in neatly to a two-point landing on his legs. The crowd usually loves it even though they know they've been fooled. The Easy Riser needs no tail, and Moody has many times landed on his feet. The engine sputtering is a mouth control he developed, and the smoke is pure airshow technique. Besides his work as a flying performer, Moody is a speaker for adult groups and schools, delivering a speech called Beginning of Ultralights. When Moody speaks to such groups, he can explain the details of flight to youngsters, but he also entertains all ages with interesting, often hilarious, and riveting video footage of his early flying exploits-including the Oshkosh incident. A man of strong faith, Moody also conducts religious services for performers and vendors at airshows, which are commonly held on Sunday when he would normally be at church. For further information on when you might see Moody perform his entertaining act, visit his website or note listings provided by the International Council of Airshows. FOR MORE INFORMATION, contact John K. Moody at 813/685-2718 or visit www.pioneerflyer.com. TO REVIEW ALL "Light Stuff" columns that have appeared in KITPLANES®, visit www.ByDanJohnson.com, which links to the KITPLANES® website with articles of interest.

Published in Kitplanes Magazine

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!

By Dan Johnson || April 4, 2006 Leave a Comment (Edit)

With extremely rocky mountain slopes covered thickly with snow, an emergency landing becomes a completely different concern than most of us have ever faced.

The two men who topped the Everest summit review procedures-Angelo d'Arrigo is on the left, and Richard Meredith-Hardy is on the right in the cockpit of his Quantam Pegasus trike.

Here, d'Arrigo bonds anew with his Himalayan Eagle, Gea. During the Over Everest expedition, he released the eagle after first teaching her how to hunt.

In preparing for the mission, both pilots underwent extensive testing and conditioning in the Italian Air Force's high-altitude chamber.

Looking more like an astronaut (or an alien) than a hang glider pilot, d'Arrigo prepares his equipment for the flight to Everest's summit.

With barely 300 feet remaining (not much at 12,000 feet msl), both microlight and hang glider are airborne for the flight.

Even after the tow line break, d'Arrigo was able to use the strong glide of his Icaro rigid-wing hang glider to cross the summit of Everest, seen here in the background.

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.

Published in Kitplanes Magazine

Hand Control PPC

By Dan Johnson || April 4, 2006 Leave a Comment (Edit)

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

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.

Tom Ivicevich’s Wright Flyer

By Dan Johnson || March 28, 2006 Leave a Comment (Edit)

The Wrightness of one man’s dream On December 17, 2003, Tom Ivicevich’s Wright Flyer won’t represent the only attempt to recreate the brothers’ famous accomplishment. Nor will he be the only Wright pilot flying cross-country to arrive at the sand dune shrine in Kitty Hawk, North Carolina. But Ivicevich will do it all without major sponsorships. And he intends to fly coast to coast in his enhanced version of the original Wright Flyer. This is one man’s dream, and he is well underway to reaching his goal. Creating Interest In January this year, Ivicevich’s 5¼8-scale Flyer flew while being towed by a 1930 Model A pickup truck at Redding Municipal Airport in California. The 190-pound aircraft took readily to the air at 25 mph. In February, Ivicevich announced, “I am now organizing the start of construction for the full-size Flyer.” Next year, he plans to launch from Torrance, California, and make his way across the country. I plan to take my time meandering and barnstorming from town to town so this event can be witnessed by as many people as possible,” he says. Ivicevich plans to make appearances at airshows and county fairs. He adds that he is working with educators to develop a program to interest students. In fact his plan suits more than a pilot’s natural interest in aviation. “I’m a master craftsman and sometimes a bit of a showman,” Ivicevich says, “and I have everything I need to build the plane and barnstorm it across the country.” The artist in him blends nicely with his building skills. Phase I of Ivicevich’s dream is now complete. Phase II involves building and flying a full-size Wright Flyer. Phase III, starting next year in the summer, is the flight from California to the East Coast. Wright Flyer Redux Ivicevich has taken pains to use much of the same technology, equipment and materials available to Orville and Wilbur Wright. He started with drawings obtained from the Smithsonian Institution so he could build his replica to resemble as closely as possible the original Flyer. “I will keep it as historically accurate as possible,” he says, “but with some necessary aerodynamic changes to make the machine capable of the cross-country flight.” To improve comfort on his long aerial trek, he will sit upright as pilots did in the later Wright models. The famed first pilots were lying down (a drag-reduction technique that the Wrights continued for a few years). Ivicevich’s first flight in January was notably authentic, taking 15 seconds to cover 550 feet. Orville’s first flight lasted 12 seconds and flew 120 feet. After four successful flights on that famous day in December 1903, Wilbur managed an 852-foot flight that lasted 59 seconds. The Wright brothers designed and built their own engine and propellers. Their engine produced a mere 12.5 hp yet weighed 152 pounds. Ivicevich will use a half-VW engine that generates about 30 hp. It will also have a throttle—a convenience missing on the original. The Wright brothers’ sole engine control on the 1903 Wright Flyerwas a hand lever that allowed the pilot to open or close the fuel line. Once the engine had been started by helpers, a restraining line was released by the pilot, and the Flyer would start moving. The brothers covered their wings and control surfaces with a finely woven cotton muslin, but Ivicevich will use commercially available polyester cloth and lightweight resin dope. The original Flyerwas built mainly of spruce and ash. Ivicevich started with 6x8-inch Douglas fir beams. From this he drew strips used to fashion wingribs. Ivicevich also used poplar, hemlock and ash. Part of the effort meant creating his own wood steamer to bend the laminated wood strips. Dreams into Reality Originally, Ivicevich planned to power the Kitty Hawk, Jr., as he calls the 5¼8-scale towed version. However, it needs some rebuilding as a result of a recent hard landing, Ivicevich said. All developers including his famous predecessors have had setbacks. “I plan to rebuild the Jr. to comply with [ultralight regulation] Part 103,” Ivicevich says. For this aircraft, he will use a two-cylinder, four-stroke, 24-hp industrial engine weighing about 80 pounds. If he brings a Part 103-legal Wright Flyer replica to the country’s trade airshows in 2003, undoubtedly pilots will flock to it. The 51-year old builder from Redding, California, remains humble despite increasing excitement over what he is accomplishing. “I know a lot about flying that [the Wright brothers] didn’t,” he says. “I’m standing on the shoulders of giants.” Living the Dream Other 2003 Wright projects have sponsorship by businesses such as Ford Motor Company and by the National Park Service, which operates the Wright Memorial at Kitty Hawk. In contrast, Ivicevich is using a borrowed shop plus donated materials from friends and members of the community. He works largely solo. Passion for flight and honoring the Wright brothers’ achievement are what drive him. Reflecting on his project, Tom Ivicevich is cheerful. “I believe in living my dream…and this is part of it,” he says. All of aviation will revel in the attention aviation should generate next year, and Tom Ivicevich can say he did his part. FOR MORE INFORMATION, contact Tom Ivicevich at 7702 Thistle Lane, Redding,CA 96002; call 530/223-6535. To review all “Light Stuff” columns that have appeared in KITPLANES®, visit www.ByDanJohnson.com, which links to the KITPLANES® website with articles of interest.

Published in Kitplanes Magazine

GA Flight Schools Starting to Pursue Sport Pilot

By Dan Johnson || March 23, 2006 Leave a Comment (Edit)

Falcon Executive uses this Allegro 2000 from Fantasy Air USA. Dan David (in pilot's seat) loves flying it and can pursue his interest with one leg. "I just move my foot back and forth on the rudder pedals," he reports.

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.

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.

Gearing Up for a Big Year of SLSA Sales

By Dan Johnson || March 5, 2006 Leave a Comment (Edit)

From sleek airplanes like this CT to the StingSport to Sport Rider to the lovable Legend Cub, Light-Sport Aircraft production is going through a "controlled explosion," building airplanes to certified standards as fast as possible.

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.

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.

EAA’s Sport Pilot Tour Scores Another Big Success

By Dan Johnson || February 21, 2006 Leave a Comment (Edit)

With a desert backgrop of cactus, palm trees, and rugged mountains -- plus a selection of warbirds -- LSA were in plentiful supply at the EAA Sport Pilot Tour. The 2006 edition of the popular touring show starts in late April.

Snowbirds like Arizona in the winter and for good reason. Beautiful skies, pleasantly warm temperatures, and lots of smiling faces. Phoenix and neighboring city, Mesa (just a bit east) are also havens for aviation. Falcon Field is home to a huge variety of aircraft and proved friendly to Light-Sport Aircraft as no less than 18 of them arrived for EAA's last-of-2005 Sport Pilot Tour event. Thirteen manufacturers showed their models to more than 500 registered visitors (plus quite a few more that didn't register) on the ramp of the excellent Commemorative Air Force (CAF) facility at Falcon Field. Great EAA volunteers helped pull it off along with a very welcoming CAF organization. Now, EAA is deep into planning for eight more events in the next year, starting in April and running through next February. If one gets within a few hours drive of your home, you'll find it worthwhile to attend.

Snowbirds like Arizona in the winter and for good reason. Beautiful skies, pleasantly warm temperatures, and lots of smiling faces. Phoenix and neighboring city, Mesa (just a bit east) are also havens for aviation. Falcon Field is home to a huge variety of aircraft and proved friendly to Light-Sport Aircraft as no less than 18 of them arrived for EAA’s last-of-2005 Sport Pilot Tour event. Thirteen manufacturers showed their models to more than 500 registered visitors (plus quite a few more that didn’t register) on the ramp of the excellent Commemorative Air Force (CAF) facility at Falcon Field. Great EAA volunteers helped pull it off along with a very welcoming CAF organization. Now, EAA is deep into planning for eight more events in the next year, starting in April and running through next February. If one gets within a few hours drive of your home, you’ll find it worthwhile to attend.

30 Years…300 Aircraft

By Dan Johnson || February 6, 2006 Leave a Comment (Edit)

Dan Johnson Celebrates Career Milestone, Retires Two Columns - Announces New Focus ST. PAUL, MINN. - Light recreational aircraft expert Dan Johnson celebrated 30 years of writing flight reports with the publication of his February 2006 articles. Johnson, a leading reviewer of ultralights and light-sport aircraft, has flown and evaluated more than 300 different models of aircraft and written more than 600 flight reports. He has logged more than 5,000 flight hours and holds a commercial certificate with instrument, multi-engine, and flight instructor ratings. Johnson began his writing career 30 years ago, publishing his first article in the premier February 1976 issue of Glider Rider, now known as Ultralight Flying! From 1978 to 1986, he was publisher of Whole Air magazine, a publication he sold to Western Flyer, now published as General Aviation News, in 1986. In subsequent years, Johnson returned to producing monthly flight reports for Ultralight Flying! and began contributing regularly to EAA Experimenter, EAA Sport Pilot & Light-Sport Aircraft, Kitplanes, General Aviation News, and Hang Gliding & Paragliding as well as two international magazines, Volare and Fly & Glide. In 2004, Johnson launched the website wwwByDanJohnson.com, offering access to hundreds of his flight reports and thousands of photos, as well as creating specialized features to help pilots choose an aircraft. Recently, Johnson was named chairman of the board of the Light Aircraft Manufacturers Association (LAMA). In accepting that appointment, Johnson announced that he would retire his columns "Product Lines" (Hang Gliding and Paragliding magazine) and "The Light Stuff" (Kitplanes magazine). The hang gliding column has run continuously for 27 years - "|without ever missing an issue," said Johnson - making it a significant historical record for that segment of soaring flight. His "Light Stuff" column has run for 14 years, with 150 articles on a variety of topics about light, recreational flying. "I give up those two columns somewhat reluctantly," Johnson admitted. "They've been a part of my life for decades. But with the advent of the sport pilot and light-sport aircraft rule, I want to pursue some excellent opportunities available to me." Johnson consults for several clients, including EAA, on marketing light recreational aviation. "I will continue writing full-length pilot reports, and I look forward to flying the many new aircraft being developed all over the world," Johnson stated. "Light sport aviation is a dynamic, fast-growing sector, full of talented and interesting people. I expect to serve this aviation segment for many years."

Dan Johnson Celebrates Career Milestone, Retires Two Columns – Announces New Focus ST. PAUL, MINN. – Light recreational aircraft expert Dan Johnson celebrated 30 years of writing flight reports with the publication of his February 2006 articles. Johnson, a leading reviewer of ultralights and light-sport aircraft, has flown and evaluated more than 300 different models of aircraft and written more than 600 flight reports. He has logged more than 5,000 flight hours and holds a commercial certificate with instrument, multi-engine, and flight instructor ratings. Johnson began his writing career 30 years ago, publishing his first article in the premier February 1976 issue of Glider Rider, now known as Ultralight Flying! From 1978 to 1986, he was publisher of Whole Air magazine, a publication he sold to Western Flyer, now published as General Aviation News, in 1986. In subsequent years, Johnson returned to producing monthly flight reports for Ultralight Flying! and began contributing regularly to EAA Experimenter, EAA Sport Pilot & Light-Sport Aircraft, Kitplanes, General Aviation News, and Hang Gliding & Paragliding as well as two international magazines, Volare and Fly & Glide.

Air Creation Earns First Trike SLSA Certificates

By Dan Johnson || January 22, 2006 Leave a Comment (Edit)

Mary Hoff, manager at the Scottsdale Arizona MIDO, hands John Kemmeries two Special airworthiness certificates for the Air Creation Light Sport models Tanarg 912 and GTE 912 (Tanarg is seen at left; watch for my pilot report soon).

Air Creation's magnificent Tanarg 912 and their popular GTE 912 were presented with the first two weight shift control Special Light-Sport Aircraft certificates on January 20th in Arizona at Kemmeries Aviation flight center where Air Creation USA is based. Not only are these the first two certificates ever issued for weight shift control LSA, the Tanarg 912 and GTE 912 were approved with the iXess, iXess Training, KISS 450, and FUN 450 wings. None of the 24 airplane SLSA holders can make that claim of versatility. (If you don't know this quality of trikes...the chassis or carriage can be flown with a variety of factory-approved wings.) Air Creation has delivered more trike aircraft than any other builder. This French company is 20% owned by American John Kemmeries, an icon and leader of weight shift aircraft in the United States.

Air Creation’s magnificent Tanarg 912 and their popular GTE 912 were presented with the first two weight shift control Special Light-Sport Aircraft certificates on January 20th in Arizona at Kemmeries Aviation flight center where Air Creation USA is based. Not only are these the first two certificates ever issued for weight shift control LSA, the Tanarg 912 and GTE 912 were approved with the iXess, iXess Training, KISS 450, and FUN 450 wings. None of the 24 airplane SLSA holders can make that claim of versatility. (If you don’t know this quality of trikes…the chassis or carriage can be flown with a variety of factory-approved wings.) Air Creation has delivered more trike aircraft than any other builder. This French company is 20% owned by American John Kemmeries, an icon and leader of weight shift aircraft in the United States.

Can An Oldie Be a Goodie…as a LSA?

By Dan Johnson || January 21, 2006 Leave a Comment (Edit)

Now based in Brownsville, Texas, new owner Harry Ingram poses beside a new Sport model from the storied company. You can email Taylorcraft at their website or simply call toll-free at 800-217-1399.

I find it ironic that our first new SLSA certification of 2006 is one of the oldest. Welcome to the Taylorcraft Sport as Number 24 in our parade of newly FAA-approved Special Light-Sport Aircraft. A bright red Taylorcraft Sport showed at the Sebring U.S. Sport Aviation Expo last week after winning its approval on January 9th. The taildragger Sport comes with a Continental O-200 100 horsepower engine and without flaps for $69,995, a fairly modest price in this time of Light-Sport Aircraft hitting six figures. Taylorcraft has a rich historical background, starting in 1935 and including a run of thousands of aircraft built. In mid-1946 the company was producing 30 new aircraft a day!...so many that, even today, the majority of Taylorcrafts flying are from that year. Now, buyers can obtain a brand new Sport from the revived company.

I find it ironic that our first new SLSA certification of 2006 is one of the oldest. Welcome to the Taylorcraft Sport as Number 24 in our parade of newly FAA-approved Special Light-Sport Aircraft. A bright red Taylorcraft Sport showed at the Sebring U.S. Sport Aviation Expo last week after winning its approval on January 9th. The taildragger Sport comes with a Continental O-200 100 horsepower engine and without flaps for $69,995, a fairly modest price in this time of Light-Sport Aircraft hitting six figures. Taylorcraft has a rich historical background, starting in 1935 and including a run of thousands of aircraft built. In mid-1946 the company was producing 30 new aircraft a day!…so many that, even today, the majority of Taylorcrafts flying are from that year. Now, buyers can obtain a brand new Sport from the revived company.

Sebring II Is Proving a Big Success

By Dan Johnson || January 14, 2006 Leave a Comment (Edit)

Sebring, Florida is once again the center of the Light-Sport Aircraft world with an excellent turnout of aircraft and crowds significantly stronger than last year.

The second running of Sebring is a success by any measure. Days one and two enjoyed warm weather with good conditions for a large number of demo fllights. One fascinating development was the arrival of some top Cessna officials who evidently came to check out the LSA scene although their presence was relatively low key (however, it's hard to hide a bizjet on the ramp among a flock of LSA). No one was saying what might transpire. Sport Aircraft of all varieties were present including most fixed wings and several trikes and powered parachutes. Sebring visitors also saw the arrival of the first flying version of the Advanced Aero Inverted V design. According to lead engineer Chris Gagliano, "Our single seat prototype has already completed six hours of flight time after its first flight on December 30, 2005." Chris, his father, and their team are at work on the two seater and their work has progressed logically through computer models and physical models.

The second running of Sebring is a success by any measure. Days one and two enjoyed warm weather with good conditions for a large number of demo fllights. One fascinating development was the arrival of some top Cessna officials who evidently came to check out the LSA scene although their presence was relatively low key (however, it’s hard to hide a bizjet on the ramp among a flock of LSA). No one was saying what might transpire. Sport Aircraft of all varieties were present including most fixed wings and several trikes and powered parachutes. Sebring visitors also saw the arrival of the first flying version of the Advanced Aero Inverted V design. According to lead engineer Chris Gagliano, “Our single seat prototype has already completed six hours of flight time after its first flight on December 30, 2005.” Chris, his father, and their team are at work on the two seater and their work has progressed logically through computer models and physical models.

Ramping Up for a New Year of LSA

By Dan Johnson || December 27, 2005 Leave a Comment (Edit)

IndUS Aviation is working hard to establish their India-based component fabrication for final assembly in the USA. But in 2005, all their T-211 derivatives were "Made in the USA." Watch for my T-211 Sky Skooter report in the 2/06 Ultralight Flying!.

As we prepare for a new year of Light-Sport Aircraft, companies are ramping up production to assure greater supplies of aircraft. Leading companies have each claimed 2005 deliveries of 20-40 aircraft but are forecasting double to triple that number for 2006. Aircraft such as the Jabiru and Allegro -- plus others yet to formally announce their plans -- bring component parts to the USA for final assembly complementing U.S. production by companies such as IndUS Aviation (see photo), Legend (building a new plant), and RANS. The new year should be an exciting one, indeed. As the year closes, I'd like to add my voice to those thanking LAMA founder and president, Larry Burke, for his decades of work to nuture the industry organization. He is stepping back -- becoming Chairman Emeritus -- while myself and Tom Gunnarson take over the reins. THANKS, Larry...for a job very well done!

As we prepare for a new year of Light-Sport Aircraft, companies are ramping up production to assure greater supplies of aircraft. Leading companies have each claimed 2005 deliveries of 20-40 aircraft but are forecasting double to triple that number for 2006. Aircraft such as the Jabiru and Allegro — plus others yet to formally announce their plans — bring component parts to the USA for final assembly complementing U.S. production by companies such as IndUS Aviation (see photo), Legend (building a new plant), and RANS. The new year should be an exciting one, indeed. As the year closes, I’d like to add my voice to those thanking LAMA founder and president, Larry Burke, for his decades of work to nuture the industry organization. He is stepping back — becoming Chairman Emeritus — while myself and Tom Gunnarson take over the reins. THANKS, Larry…for a job very well done!

Earthstar Soaring Gull 2000; Light Motorglider

By Dan Johnson || December 13, 2005 3 Comments (Edit)

Bob Chase shows off his new Soaring Gull 2000, successor to the earlier J-series Soaring Gull. Israeli producer Avicom -- who will build SLSA versions of Odyssey and Gull 2000 -- could also make the motorglider version. See my article in the April 2006 Kitplanes.

An old friend just brought home an airplane I've long admired. Bob Chase of California's Perris Valley airport is the proud new owner of Soaring Gull 2000 No. 1 from Earthstar Aircraft designer Mark Beierle. Though its wingspan is only 28 feet (think: easy storage), Soaring Gull 2000 manages a 16:1 glide that will assure you can stay aloft on most days with decent thermal or ridge lift. The Gull 2000 single seater fuselage is fitted with a wing two bays (~ 2 ft.) longer than Earthstar's two seat Odyssey. Because the airplane is small and efficient, the 133 square foot wing has plenty of area; she is said to soar quite well. My favorite old Cloud Dancer had 16:1 performance (on 40-ft. wings of the same area); I managed two hours engine off for every powered hour. I loved soaring it and I look forward to accepting Bob's offer to fly his.

An old friend just brought home an airplane I’ve long admired. Bob Chase of California’s Perris Valley airport is the proud new owner of Soaring Gull 2000 No. 1 from Earthstar Aircraft designer Mark Beierle. Though its wingspan is only 28 feet (think: easy storage), Soaring Gull 2000 manages a 16:1 glide that will assure you can stay aloft on most days with decent thermal or ridge lift. The Gull 2000 single seater fuselage is fitted with a wing two bays (~ 2 ft.) longer than Earthstar’s two seat Odyssey. Because the airplane is small and efficient, the 133 square foot wing has plenty of area; she is said to soar quite well. My favorite old Cloud Dancer had 16:1 performance (on 40-ft. wings of the same area); I managed two hours engine off for every powered hour. I loved soaring it and I look forward to accepting Bob’s offer to fly his.

Dallas TX Sport Pilot Tour a Big Success

By Dan Johnson || November 13, 2005 Leave a Comment (Edit)

Hundreds of pilots and other interested persons attended the free EAA Sport Pilot Tour in McKinney, Texas near Dallas. LSA were present from ten companies. The touring show which brings LSA to an airport near you seems to be gathering momentum quickly. Click here for more info on the Sport Pilot Tour series.

The fourth of six Sport Pilot Tour "test" events proved the idea has great appeal as a means to reveal all the new Light-Sport Aircraft and to educate those who attend about FAA's newest rule. The Dallas, Texas Sport Pilot Tour concluded with 11 models represented. Crowds were the strongest yet with 750 people attending; these are intended as focused, small-venue marketing efforts that only show LSA and offer expert forums on the topic. EAA is solidly behind the events using their national clout plus local EAA chapters in nearly every corner of the country. Many demo flights were taken, even expanding into Sunday following the Saturday event. All Sport Pilot Tours are free to visitors. The next one, scheduled for December 3rd in Camarillo, California (near Ventura) promises to be the biggest yet. "Join us," says EAA and many aircraft exhibitors. "C'mon out and see the newest airplanes!"

The fourth of six Sport Pilot Tour “test” events proved the idea has great appeal as a means to reveal all the new Light-Sport Aircraft and to educate those who attend about FAA’s newest rule. The Dallas, Texas Sport Pilot Tour concluded with 11 models represented. Crowds were the strongest yet with 750 people attending; these are intended as focused, small-venue marketing efforts that only show LSA and offer expert forums on the topic. EAA is solidly behind the events using their national clout plus local EAA chapters in nearly every corner of the country. Many demo flights were taken, even expanding into Sunday following the Saturday event. All Sport Pilot Tours are free to visitors. The next one, scheduled for December 3rd in Camarillo, California (near Ventura) promises to be the biggest yet. “Join us,” says EAA and many aircraft exhibitors. “C’mon out and see the newest airplanes!”

Leza AirCam Gets New Owners with Ambitious Plans

By Dan Johnson || October 25, 2005 Leave a Comment (Edit)

Easily the biggest "ultralight," AirCam has become a favorite to all who've flown the design first created for used by National Geographic explorers of Africa. AirCam is a kit-built model with nearly 150 flying.

As mentioned in the SPLOG from Friday Oct. 21st, I have some big news in the world of recreational flying...literally big in the sense of involving the biggest "ultralight" of them all, the AirCam twin. This delightful flying machine, first created by Phil Lockwood and crew, has been languishing under the leadership of investor Antonio Leza who became full owner of the design a few years ago. That's all about to change when Antonio and Shawn Okun, the ambitious head of Sebring-based Floatplanes & Amphibs, make a detailed announcement at the LAMA/LSA Marketing Group "hospitality tent" during AOPA's Expo in Tampa November 3-4-5. They will announce that a group assembled by Okun has signed an agreement to take over ownership of Leza AirCam and its building and land lease on the Sebring, Florida airport. Come hear the details at the Peter O. Knight airport display of aircraft on Friday November 4th at 2 p.m.

As mentioned in the SPLOG from Friday Oct. 21st, I have some big news in the world of recreational flying…literally big in the sense of involving the biggest “ultralight” of them all, the AirCam twin. This delightful flying machine, first created by Phil Lockwood and crew, has been languishing under the leadership of investor Antonio Leza who became full owner of the design a few years ago. That’s all about to change when Antonio and Shawn Okun, the ambitious head of Sebring-based Floatplanes & Amphibs, make a detailed announcement at the LAMA/LSA Marketing Group “hospitality tent” during AOPA’s Expo in Tampa November 3-4-5. They will announce that a group assembled by Okun has signed an agreement to take over ownership of Leza AirCam and its building and land lease on the Sebring, Florida airport. Come hear the details at the Peter O.

Sebring Expo Postponed; Big Announcement Delayed

By Dan Johnson || October 21, 2005 Leave a Comment (Edit)

As a testament to their building abilities, FP&A won Sun 'n Fun 2005's Best Commercial Built Airplane in the Ultralight category for building a Drifter on floats similar to this one. Read one of my several Drifter pilot reports.

Sebring's U.S. Sport Aviation Expo has been postponed due to complications related to Hurricane Wilma. The Expo has rescheduled for January 12-15, 2006. Despite the weather situation, another significant Sebring airport news announcement is imminent. SPLOG will have more on this story soon. Sebring is home to the Expo, to Lockwood Aviation's successful enterprise, and to the new CubAir Academy. It's also home to Floatplanes & Amphibs (FP&A), the outfit that burst on the scene a couple years ago and has rapidly gathered momentum. FP&A has already taken over the Ukrainian Aeroprakt distributorship (Spectrum Aircraft's John Hunter now works with FP&A) and the company represents Quicksilver, AirBorne trikes, Powrachute PPCs, and the Drifter which they've played a role in redesigning. But what's coming is much bigger and this exciting news will be announced as soon as a new venue can be selected.

Sebring’s U.S. Sport Aviation Expo has been postponed due to complications related to Hurricane Wilma. The Expo has rescheduled for January 12-15, 2006. Despite the weather situation, another significant Sebring airport news announcement is imminent. SPLOG will have more on this story soon. Sebring is home to the Expo, to Lockwood Aviation’s successful enterprise, and to the new CubAir Academy. It’s also home to Floatplanes & Amphibs (FP&A), the outfit that burst on the scene a couple years ago and has rapidly gathered momentum. FP&A has already taken over the Ukrainian Aeroprakt distributorship (Spectrum Aircraft’s John Hunter now works with FP&A) and the company represents Quicksilver, AirBorne trikes, Powrachute PPCs, and the Drifter which they’ve played a role in redesigning. But what’s coming is much bigger and this exciting news will be announced as soon as a new venue can be selected.

New and Old Technologies Combine in Zephyr

By Dan Johnson || October 14, 2005 Leave a Comment (Edit)

Zephyr's beautiful shape used mixed construction to achieve very light empty weight (among LSA) coming in under 600 pounds with basic equipment. More Zephyr Info

Atec Zephyr is a modern-looking LSA that wraps a slick carbon fiber shell over multilaminate wood bulkheads. Zephyr's shapely compound leading and trailing edge wing uses a wood spar, composite leading edge, and fabric aft covering. The T-tail is composite over wood. A backwards-opening bubble canopy tops off a roomy cockpit. This aircraft is available through the LetsFly.org group of over 100 cooperatives. The Zephyr, Faeta, R-80, C-42, Thorpedo, and several other aircraft are available in a partner-like program that is well established and proven. Cooperatives operate somewhat like clubs in allowing a share purchase for modest cost. They are operated by a local manager who earns a percentage of airplane sales and accessories. LetsFly.org boasts a broad line of new and pre-owned airplanes available. If the price of LSA puts them out of your reach, LetsFly.org might have a solution.

Atec Zephyr is a modern-looking LSA that wraps a slick carbon fiber shell over multilaminate wood bulkheads. Zephyr’s shapely compound leading and trailing edge wing uses a wood spar, composite leading edge, and fabric aft covering. The T-tail is composite over wood. A backwards-opening bubble canopy tops off a roomy cockpit. This aircraft is available through the LetsFly.org group of over 100 cooperatives. The Zephyr, Faeta, R-80, C-42, Thorpedo, and several other aircraft are available in a partner-like program that is well established and proven. Cooperatives operate somewhat like clubs in allowing a share purchase for modest cost. They are operated by a local manager who earns a percentage of airplane sales and accessories. LetsFly.org boasts a broad line of new and pre-owned airplanes available. If the price of LSA puts them out of your reach, LetsFly.org might have a solution.