James Lawrence, Author at ByDanJohnson.com

My Blog Has Moved!

By James Lawrence || June 29, 2012 Leave a Comment (Edit)

Hi All who didn't know that the magazine wanted to create a new blog presence on the main website (there's a BLOGS tab at the top of the main screen).If you've been wondering whether I'd moved on to bluer sky pastures, nope, just changed my blog landing strip. You can find the blog page by going here also.See you there!

Hi All who didn’t know that the magazine wanted to create a new blog presence on the main website (there’s a BLOGS tab at the top of the main screen).If you’ve been wondering whether I’d moved on to bluer sky pastures, nope, just changed my blog landing strip. You can find the blog page by going here also.See you there!

Pipistrel’s New Alpha Trainer Announced

By James Lawrence || June 1, 2012 Leave a Comment (Edit)

An 80-hp Rotax 912 engine brings strong climb and 108-knot cruise.

A big part of Pipistrel's success: sleek, efficient aerodynamics. All images courtesy Pipistrel

The company I’ve been writing a lot about lately keeps finding more things for me to talk about. When I was in Slovenia last month, Pipistrel's movers and shakers told me on the QT to be ready for a major announcement soon. *** And here it is: just officially announced this morning, introducing the Alpha Trainer, a purpose-built version of the company's winning Virus SW (Short Wing) cruiser. Designed for the flight school market, it carries an introductory price that should raise a few eyebrows: $83,000 just about everything, including delivery, shipping to the US, FAA fees etc. *** Yep, I'd call that news. *** Rand Vollmer of SALSA Aviation, a U.S. Pipistrel dealer, tipped me off this morning about the official release. Pipistrel makes elegant, fun-flying, functional aircraft and the Alpha (200 were recently ordered by the Indian government) should prove to be no exception. *** It’s targeted at LSA Flying Schools wherever ASTM or FAA-LSA regulations hold sway. *** In its release, the company states: *** “With the economy the way it is most aircraft have been priced (out of) the marketplace for the average person or flight school.” *** Key design features include: • Economies of purchase, operation, maintenance and repair. • Durable, with docile flight and stall characteristics for beginning students. • UV-resistant acrylic paint finish for outdoor storage and day-long flight operations in heat well above 100°F (composites are often knocked for not standing up to mid-day heat and sun) • Quiet, easy-access, roomy cockpit (43 inches wide), good cabin ventilation and heating, approved strobes and lighting. • Quick access to reliable spare parts to keep aircraft flying • Reasonable cross-country training range, easy refueling, strong hydraulic brakes, adjustable dual flight controls, tricycle gear with steerable nosewheel • GRS Ballistic parachute system standard *** Pipistrel has built more than 1,000 aircraft since it began with Ivo Boscarol’s trike design 25 years ago. The company has won several European air games events and the prestigious NASA CAFE efficiency challenge three times in a row (including this year's stunning electric Taurus G4 that averaged 400 passenger miles per gallon at 100 mph and took the top prize of $1.35 million). *** As I’ve said, this outfit is not fooling around; they are well on their way to becoming a major presence in the light sport aircraft market. They haven’t broken out in the U.S. just yet... the Alpha may have a major impact on that. *** The release isn’t even up on the website yet, so here are a few more details of this pending (April 2012 delivery) debut: *** Beefed up composite undercarriage supports a Useful Load of nearly 500 pounds with full fuel. *** New nose gear strut is two inches shorter than the Virus, which lowers the nose and improves taxi visibility... prop clearance is not compromised as Alpha uses a smaller 63” diameter fixed pitch prop. *** The 15 gallon fuel tank has a large fill opening to accommodate fast-flow avgas pumps, although ethanol-free auto avgas is still the recommended fuel for Rotax engines. *** That fuel capacity still gives Alpha “at least 400 miles range with reserves” at a normal cruise just under 110 knots. *** In training mode, even doing multiple pattern flights only burns around 2.5 gph max for five hours endurance. This is no marketing hype: the Virus I flew, on which the Alpha is based, is so aerodynamically clean it gets right up to altitude with a strong 1,000 fpm climb rate and a 110-115 knot speed regime... on the same 80 horsepower the Alpha will employ. *** The Alpha is propped to give a slower cruise of 108 knots to meet the LSA category without sacrificing that super climb rate. *** Alpha’s airframe is built of carbon fiber, kevlar and fiberglass and was brought in 100 pounds lighter than the SW... impressive. *** Interior appointments include heavy-duty seat fabric and no wheelpants so as to minimize repair issues from student “prangs”, and two-minute wheel swaps for flat tires. Everything about this airplane is geared to the high demand training market. *** The modified wing design includes flaperons with 25° of travel (two stops) and no airbrakes (standard on the Sinus and Virus motorgliders). There's inflight elevator trim too. *** Even the prop is designed and produced by Pipistrel on the monster 8-axis CNC-machining robot I saw at the factory which precision-carves the wooden pieces. Then they're wrapped in a composite covering, the leading edges get added protection and it's painted. *** A luggage rack behind the seats helps out with incidental storage needs like tie downs, water bottles and such. Two large pockets on the sides of the panel allow inflight access. *** Basic instrumentation is conventional steam gauges including tach, hobbs meter, oil pressure and temp, CHT, EGT, fuel quantity. *** Also included are a GPS Garmin Aera 500 with AirGizmo docking station, ICOM IC A210 radio with intercom, aerial and two headsets (!), Garmin GTX 327 altitude encoding transponder and Kannad 406 AF ELT. *** And still more: the 34 foot-6 inch wing-span will snug nicely into most T-hangars. *** The airframe is painted in white UV-resistant acrylic. *** Price for all this training goodness: €61,500, around $83,600 US at today’s exchange rate. *** But wait: there’s more! Introductory rate for schools and individuals wanting to commit now with a $15K US deposit can lock in a price of €58,000, around $78,900. Add on shipping, delivery and FAA fees and you’re looking at $83,000 US. That’s a compelling price for a fully-equipped, purpose-built, new trainer. *** There’s more to discuss regarding how well all-composite trainers can stand up to the rigors of life in a flight school. I’ll talk with the Pipistrel folks more about how they address composite repairs, which typically are more challenging than their aluminum counterparts.

The company I’ve been writing a lot about lately keeps finding more things for me to talk about. When I was in Slovenia last month, Pipistrel‘s movers and shakers told me on the QT to be ready for a major announcement soon. *** And here it is: just officially announced this morning, introducing the Alpha Trainer, a purpose-built version of the company’s winning Virus SW (Short Wing) cruiser. Designed for the flight school market, it carries an introductory price that should raise a few eyebrows: $83,000 just about everything, including delivery, shipping to the US, FAA fees etc. *** Yep, I’d call that news. *** Rand Vollmer of SALSA Aviation, a U.S. Pipistrel dealer, tipped me off this morning about the official release. Pipistrel makes elegant, fun-flying, functional aircraft and the Alpha (200 were recently ordered by the Indian government) should prove to be no exception.

Pipistrel Comes Through Again

By James Lawrence || May 20, 2012 Leave a Comment (Edit)

Pipistrel's ALPHA Trainer. all photos courtesy Pipistrel

Beefed up gear, lower nose angle, shorter prop to minimize prop strikes.

Three-point belts, headrest, durable fabric upholstery.

Flaperon handle actuates 25° of travel

High-leverage center console handle for hydraulic brakes

Just a few short months ago I posted an announcement from Pipistrel about its upcoming, mid-$80K ALPHA Trainer, targeted for flight schools and already bought in significant quantities by the Indian Air Force as a military primary trainer. *** ALPHA was promised for April, and Pipistrel nailed it – how often do we see that in manufacturing?Pipistrel is the same progressive Slovenian company that won the CAFE electric flight competition last year with the Taurus Electro G4 and has gained a growing reputation in the sport aviation industry for innovative, high-performing, highly efficient aircraft such as the Virus and Sinus S-LSA.After keeping its promise to debut the ALPHA in April at the European AERO show, word comes from Ivo Boscarol and company of the successful conclusion of flight testing. The ALPHA is now in production. *** The original concept was to create a do-it-all trainer that would garner substantial orders, enabling mass production economies of scale that would keep costs affordable for everyone. *** Due to the wide variance in regulations country to country, Pipistrel realized that goal was not feasible and instead offers two versions of the ALPHA. *** For countries in support of FAA-LSA (or ASTM-certified) standards, the company offers a 1212 lb. (550 kg) MTOW version. In places where the UL LTF standard is adopted, the European Ultralight/Microlight model, with a MTOW of 1047 lb. (472.5 kg), takes center stage. *** Even though the price is dramatically lower than comparable composite LSA, the ALPHA Trainer is no stripped-down, bare bones bird. *** Some of many appealing features for this latest in a line of low-drag, light-weight LSA: • Strong and easy to fly for entry-level students • Ballistic parachute system • Benign stall and overall handling • Affordable and easy to operate, maintain and repair • Built for endurance (takeoff/landing circuits) and extremes of weather: good ventilation and cabin heating • Approved strobes and lighting • Quiet cockpit for easy communication between instructor and student • Readily available access to spare parts for quick repair turnaround – vital for flight schools • Good cross-country training range (390 nm) • Easy daily service and refueling, • Durable finish for outdoor storage • Good brakes for ground handling emergencies • Dual flight controls with quick/easy adjustment for a variety of body types • Long operating life • Tricycle configuration with steerable nose wheel • Easy cockpit ingress, even for older students • Affordable and cost-effective to operate *** Some other features: robust composite undercarriage, including a shorter, stronger nose strut which improves visibility during taxi. *** The 15-gallon, easy-fill fuel tank is fuselage mounted and gives 5 hours endurance. And that fuel burn estimate factors in multiple takeoff/landing circuits too. Pipistrel is known for its superbly clean aerodynamics: though power comes from the tried-and-true Rotax 912, 80 hp engine, the ALPHA is no performance slouch with a cruise speed of 108 knots (same as a Cessna 172), “very short” take-off distance and a climb rate listed at more than 1000 fpm. *** The ALPHA Trainer uses the basic fuselage shape from its other successful designs but the wing, from the Pipistrel Virus SW (Short Wing), is significantly redesigned to eliminate air brakes (wing top spoilers) and incorporates redesigned flaperons with 25° of flap travel. *** Also new is a wooden propeller, designed and CNC-carved in house, then covered with a durable coating. *** Lots more to appreciate here and congratulations to Pipistrel for another dramatic entry into the field. *** My big question is, will the market recognize this as the breakthrough design I believe it to be and order in sufficient quantities to make it another Pipistrel success story? We’ll see.

Two From The Road

By James Lawrence || May 18, 2012 Leave a Comment (Edit)

The CTLS. Photo courtesy Flight Design

The streamlined Panthera from Pipistrel will offer three engine configurations: conventional piston; hybrid gas/electric; and all-electric! Photo: Jure Makovec/AFP

Matevz Lenarcic celebrates his triumph. Photo courtesy Pipistrel

In the midst of a couple weeks away from home to marry off my firstborn daughter, I remain nonetheless able and willing to mine the LSA infoverse for newsworthy veins. *** Also, check out Aero Friedrichshafen going on right now in Germany. It's one of Europe's premier aviation events, with lots of new aircraft (like the Pipistrel Panthera 4-seat flying Ferrari) and technologies announced every year. Now, two items of interest: *** Flight Design Goes EASA *** The leading SLSA producer for the U.S. market, Flight Design, told everyone at Aero that the CTLS has earned the European Aviation Safety Agency (EASA) restricted type certification ((R) TC) for the two-seater.John Doman, Flight Design’s director of business development of global sales and marketing, said, “For European flight schools the certification will enable additional aircraft utilization leading to more revenue and value for their purchase of a Flight Design (R) TC aircraft.” *** This type-certificated version of the CTLS will be distributed under the variant name CTLS-ELA and is nearly identical to the SLSA version already marketed worldwide. *** Flight Design presses ahead with development of its four-seat C4 too. It has an interior mockup at Aero of the roomy aircraft which will be FAA-certified under primary category rules in the U.S. The pic shows how roomy that cabin will be. *** "The EASA certification of the CTLS gives a boost to the C4’s certification efforts in the United States," says the official release about the CTLS-EASA, "because the C4 will have many of the same design features and systems of the CTLS,” a company official said. The C4, a $250,000, 155-knot airplane powered by a 180-horsepower Continental IO-360 engine, will be certificated in 2013, with first deliveries shortly thereafter. *** Don't take that certification date lightly: Flight Design has a habit of meeting its goals. *** Pipistrel Around-The-World-Flight SuccessfulCongratulations to Matevz Lenarcic and the Pipistrel Team for his amazing journey in the Virus SW 914 Turbo, "in the most demanding possible way!" as the official Pipistrel release notes. *** Noteworthy stats: part of that "demanding way" included 62,000 miles total, and making the entire journey west to east. *** Matevz flew the Rotax 914 Turbo-powered two-seater across both the Atlantic and the Pacific Oceans, the Indian Ocean and over Mt. Everest just for grins. The entire flight went through all climate zones between Antarctica and the equatorial latitudes. *** The only major setback was an encounter with severe turbulence, the worst the seasoned pilot had ever encountered, he said, that required a team from Pipistrel to fly to the Outback and make an in-the-field composite repair of an airframe crack before the journey could continue. Even then, the repair only took four days. *** Toasting glasses held high for Matevz, company founder and leader Ivo Boscarol and all of Team Pipistrel for the impressive achievement.

Roadable Airplane, Meet Mainstream Media

By James Lawrence || May 13, 2012 Leave a Comment (Edit)

Screen capture from LA Times online

Photo courtesy L.A. Times

Photo courtesy Moller International

Somebody at the L.A. Times has got a sweet tooth for the flying car, specifically the Terrafugia Transition SLSA-legal “roadable” airplane. No less than six feature articles about flying cars have appeared in the prestigious newspaper’s online edition in the last month alone, in departments as diverse as Business, U.S., Nation Now, Tech Now and Automobiles, penned by a variety of journalists. *** All this attention also signifies somebody at Terrafugia is really doing a superb job at getting the word out, which has in fact been evident from the beginning: I’ve seen notices of hundreds of articles in all kinds of publications since the program was first announced some years ago.Clearly the idea of a Jetsons-style flying car continues to tickle the cultural subconscious. *** That the Transition is wildly unaffordable for most 99 percenters hardly matters: it’s kind of a kick, isn’t it, to imagine being able to fly your car anywhere, then drive around once you get there? *** Of course, it seems vastly more logical, and certainly more cost effective, to simply fly where you want in an airplane, and carry more than two people by the way, then rent a nice big comfortable car once you get there, but hey, let’s not stomp on romantic notions, alright? *** Still, I can’t help but wonder, after returning from 2+ weeks driving through the breathtaking Utah, Arizona and Colorado canyon country, how practical a flying car will ever be. *** Take the Transition: those vertical folded wing panels might not cope too well with the kind of hellacious sand/dust storms I experienced more than once driving through high desert landscapes. I was tense at times just driving our rental car! *** To be fair, it seems likely anyone who buys one of these come-to-life fantasies would be prudent to practice the same kind of weather-checking safety acumen required of any pilot before he/she climbs into an aircraft, lest they find, after a vicious gust on the highway, that the flying mission of the car was no longer possible because the wings were cartwheeling downwind all by themselves at 50 mph. I don’t mean to poke fun at the Transition or any other promising flying road vehicle, such as the Maverick (which uses a dune buggy “fuselage”, a large paraglider-type airfoil and costs $94,000 and is being marketed as a kit to avoid a mountain of regulatory hassles) and the PAL-V roadable gyrocopter, I guess you’d call it, which is indeed a cool, spacey-looking vehicle. They're marvels of engineering and deserve our respect just for that. *** The Dutch company that produces the PAL-V, for Personal Air and Land Vehicle, just flew it’s Proof of Concept model and projects its cost at $300,000 when it hits the market in 2014. *** At 1,500 pounds though, it won’t qualify as an LSA. *** Flying car dreams are nothing new. There have been many, many designs that actually flew but most never came to market over the decades since civilian flight began. And let's not overlook Moller International which has somehow gone through tens of millions of dollars of investor money without, so far as I’ve been able to discover, ever marketing a flying production vehicle through more than 40 years of trying. *** That doesn’t prevent the company from also showing up in the news on a regular basis, typically with yet another new design (there have been several). *** Kind of amazing how Dr. Moller's managed to levitate through the years amidst prevalent and recurring bankruptcy rumors without ever producing a single vehicle... and it's probably a good thing, since when these designs lose just one engine, they are heading straight for the ground. Engine technology may someday approach complete immunity from mechanical breakdown, but not in our lifetimes for sure. *** Nonetheless, last month the Transition drew admiring crowds at the New York Auto show even though it’s now pegged to cost $279,000 once it’s in production, perhaps next year. *** Enthusiasm for flying cars shows no signs of waning, not if Terrafugia’s PR people and news organs like the LA Times have anything to say about it.

Three If By Sky: Prototype Makes First Flight

By James Lawrence || April 11, 2012 Leave a Comment (Edit)

Peekaboo! Let's head for the airport. *** all images courtesy Terrafugia

Movin' on down the highway...

"Yes, ma'am, it's an airplane. Yes ma'am, it's a car too. Yes ma'am, *** I have a driver's license, a Sport Pilot's license, a TSA redress *** number and a note from my Mommy, now may I go flying please?

"Spread your wings and take the sky, *** Oh, your mammy's rich, and your daddy's good looking. *** So hush little baby, don't you cry."`

"Whee! Auto-piloting: Nothin' to it."

"I feel for those poor turkeys in gridlock down there...heh heh heh."

"Hey Frank, check out my new ride! No, you can't take it for a spin *** around the block. Sorry dude, that's just the way it is."

*** While at Sun 'n Fun I heard the good news that the long-in-development Terrafugia Transition® Street-Legal Airplane (that's it's latest name) hit the road, then the skies on its first production prototype flight. *** You may remember there was a “Roadable” in the name at one time, but whatever the official moniker, everybody pretty much still calls it "that flying car."Terrafugia forges on with the first flight announcement, happily picked up in media outlets from science mags to newspapers around the world, which took place March 23, 2012. *** How long until the $250,000-plus car-plane rolls off the production lines? Sometime within the next year is as close as the company is willing to predict, having been at it for a few years now. *** The flight reached 1400’ AGL and lasted eight minutes. Six flight test phases are planned before the craft, which is still targeted for ASTM certification as an S-LSA, is ready for prime time.By the way, if you're in the Big Apple, you can see the production prototype up close and personal. It's on display at the New York International Auto Show until April 15th. Location: Jacob Javits Convention Center in New York City. *** If you want to see a piece of history in the making, y'all come on down.

*** While at Sun ‘n Fun I heard the good news that the long-in-development Terrafugia Transition® Street-Legal Airplane (that’s it’s latest name) hit the road, then the skies on its first production prototype flight. *** You may remember there was a “Roadable” in the name at one time, but whatever the official moniker, everybody pretty much still calls it “that flying car.”Terrafugia forges on with the first flight announcement, happily picked up in media outlets from science mags to newspapers around the world, which took place March 23, 2012. *** How long until the $250,000-plus car-plane rolls off the production lines? Sometime within the next year is as close as the company is willing to predict, having been at it for a few years now. *** The flight reached 1400’ AGL and lasted eight minutes. Six flight test phases are planned before the craft, which is still targeted for ASTM certification as an S-LSA, is ready for prime time.By the way, if you’re in the Big Apple, you can see the production prototype up close and personal.

Sun ‘n Fun 2012: Day Five Part 3ree

By James Lawrence || April 1, 2012 Leave a Comment (Edit)

Dr. Richard McGlaughlin gave a stirring account of his BRS airframe 'chute save that delivered him and his daughter to safety after a catastrophic engine failure... over the water in the Bahamas.

Jeff Burnett of Flight Design helps a future pilot with the Gleim simulator which will soon be available for dealers and home use.

Jeppesen's lovely display booth at the show.

More eye candy from Jepp: they're doing cool things for the iPad.

Attendance was down this year. Yet exhibitors weren't complaining, as attendees came with checkbooks ready and several LSA dealers reported sales.

Derek Kuefler of BRS Aerospace and one model of the company's airframe parachute which has saved 276 aircraft and their occupants to date. Fascinating stat: Of the 30,000 BRS systems installed over 30 years, 1 in 125 has been deployed! That's across all kinds of aircraft and events... hard to argue that any aircraft wouldn't be safer with a 'chute on board

The only airplane to ever drop an atomic bomb: The amazing B-29.

Left to right, Jon Hansen, Peter Funk, and Craig, Gigi, and Jerrell C Bartow, the happy new owners of the first Lycoming-powered FK-12 Comet to be sold in America, hand over the check to Jon and "Doc" Bailey, right, head of Renegade Light Sport, which is doing the developmental and installation groundwork for the Lycoming IO-233 in is normally aspirated and fuel injected forms for many LSA makers, including Renegade's Falcon tricycle and taildragger composite S-LSA. Peter Funk is the highly creative designer of the Comet and FK series of light aircraft.

Photo Wrap Up: Some other stories that will get fleshed out down the road here and in the magazine. Sun 'n Fun ends tomorrow. Long Live Sun 'n Fun.

Photo Wrap Up: Some other stories that will get fleshed out down the road here and in the magazine. Sun ‘n Fun ends tomorrow. Long Live Sun ‘n Fun.

Sun ‘n Fun 2012: Day Four

By James Lawrence || March 31, 2012 Leave a Comment (Edit)

I caught up with a fellow hang glider pioneer from the 70s', Scott Severen of U.S. Aviation, Denton, TX who filled me in on the latest events for his broad-based Light Sport/GA service and repair center. *** U.S. Aviation is a large, well-established aviation service center that does it all: flight training, aircraft and avionics sales, service and maintenance (for general aviation as well as LSA). *** Scott has been involved with Indus Aviation and its Thorpedo LSA aircraft for years. That project is moving to a China-based manufacturing base and "It's a big process to pull it all together," he says. He was just over there, assembling a couple Thorpedos to support the transition. *** "It will be a beautiful facility over there once it's built. We'll still do parts and aircraft sales in Dallas, and US Aviation will assist in factory support of the Thorpedo; it's one of several LSA we do. *** U.S. Aviation's vision for the LSA side of their operation "is to create a centrally located, national in scope factory authorized service center for as many LSA manufacturers as we can gather." *** "We’ve been successful at that: we just became the Flight Design service center for our area, but anyone can come to us, say if they’re flying through and have an issue, and we can give them factory authorized support right there in Texas. We’re real proud to have Flight Design, there’s a lot of CT's flying in our area and it’s a great airplane." *** "We also just picked up Evektor and are excited about that relationship too." *** U.S. Aviation also lists Jabiru, Tecnam, Remos, Allegro, SportAir, Aerotrek and others in their service stable. *** "If you don’t include the Cub LSA aircraft, we’re now authorized to service more than 92% of all Light Sports!" *** (Scott has talked with the Legend Cub guys."But the factory is only 35 miles away!") *** Becoming an authorized service center is no casual affair. *** "We have to prove ourselves with each client first. It took quite awhile with Flight Design: there was training to do to really get to know the product before we got the factory stamp of approval. Companies either come to us for training, or we send our people to them." *** "We’ve also got a Part 145 avionics repair shop so we have a high degree of competency for installing and servicing avionics. We’re dealers or representatives for Dynon, Garmin, Zaon, Aspen, Avidyne, all the major Light Sport names and many of the General Aviation names too." *** The FBO is a Dynon SkyView center too for the central U.S. and has already been through that training. *** "We already have a SkyView demo so people can come play with it."

I caught up with a fellow hang glider pioneer from the 70s’, Scott Severen of U.S. Aviation, Denton, TX who filled me in on the latest events for his broad-based Light Sport/GA service and repair center. *** U.S. Aviation is a large, well-established aviation service center that does it all: flight training, aircraft and avionics sales, service and maintenance (for general aviation as well as LSA). *** Scott has been involved with Indus Aviation and its Thorpedo LSA aircraft for years. That project is moving to a China-based manufacturing base and “It’s a big process to pull it all together,” he says. He was just over there, assembling a couple Thorpedos to support the transition. *** “It will be a beautiful facility over there once it’s built. We’ll still do parts and aircraft sales in Dallas, and US Aviation will assist in factory support of the Thorpedo; it’s one of several LSA we do.

Sun ‘n Fun Day Three: Take Dieux

By James Lawrence || March 29, 2012 Leave a Comment (Edit)

Here's an aerial shot from my Courier flight of Paradise City, the Light Aircraft runway at the southeast end of the field that will soon be used year round. Many upgrades, including filling the dreaded ditches that used to run lengthwise. *** The attendance looks down from recent years but I haven't put boots on that ground yet, time to head over there for a look. *** And below is a shot of the B-29 "FIFI" that crossed our nose on the Courier flight this morning. Not often you get a B-29 in your sights these days...not often at all, at any distance.

Here’s an aerial shot from my Courier flight of Paradise City, the Light Aircraft runway at the southeast end of the field that will soon be used year round. Many upgrades, including filling the dreaded ditches that used to run lengthwise. *** The attendance looks down from recent years but I haven’t put boots on that ground yet, time to head over there for a look. *** And below is a shot of the B-29 “FIFI” that crossed our nose on the Courier flight this morning. Not often you get a B-29 in your sights these days…not often at all, at any distance.

Sun ‘n Fun Day Two: Take Four

By James Lawrence || March 29, 2012 Leave a Comment (Edit)

Bret Koebbe of Sporty’s Pilot Shop introduced me to a cool new ADS-B weather uplink product, the Stratus. *** US built by Appareo Systems, it's a completely portable, wire-free, subscription-free weather solution that works in conjunction only (so far) with the Foreflight ap for the iPad. *** The Stratus provides ADS-B-based weather, Nexrad, Metars, TAS, Airmets, Sigmets, TFRS, "the whole nine yards of everything that’s included with ADS-B" as Bret describes it, all wirelessly transmitted to your in-cockpit iPad. *** It uses the iPad's WiFi connection, and can be broadcast to more than one iPad in the cockpit. Just open Foreflight, link it to the Stratus box, and you've got all your weather info with you. *** The ADS-B weather coverage will be coast to coast-complete sometime in 2013. *** It's a simple device: eight-hour battery, wire free, built-in ADS-B antenna buiilt into the box, and also includes WAAS GPS with 1-2 meter accuracy. *** Price is $799, with preordering now for April 23. *** And it's all American-made; "It's manufactured in North Dakota," says Bret. "Designed and developed by pilots for pilots, something we all wanted: ADS-B without a lot of work or wires."

Bret Koebbe of Sporty’s Pilot Shop introduced me to a cool new ADS-B weather uplink product, the Stratus. *** US built by Appareo Systems, it’s a completely portable, wire-free, subscription-free weather solution that works in conjunction only (so far) with the Foreflight ap for the iPad. *** The Stratus provides ADS-B-based weather, Nexrad, Metars, TAS, Airmets, Sigmets, TFRS, “the whole nine yards of everything that’s included with ADS-B” as Bret describes it, all wirelessly transmitted to your in-cockpit iPad. *** It uses the iPad’s WiFi connection, and can be broadcast to more than one iPad in the cockpit. Just open Foreflight, link it to the Stratus box, and you’ve got all your weather info with you. *** The ADS-B weather coverage will be coast to coast-complete sometime in 2013. *** It’s a simple device: eight-hour battery, wire free, built-in ADS-B antenna buiilt into the box, and also includes WAAS GPS with 1-2 meter accuracy.

Sun ‘n Fun Day Two: Take Three

By James Lawrence || March 28, 2012 Leave a Comment (Edit)

"Higs" (R), and partners in crime: Jeb Burnside, co-host and founder, and Jack Hodgson, producer and co-host/founder.

Ran into my old pal Dave "Higs" Higdon who's been an aviation journalist/photo Iron Man for decades. We go back to the early ultralight days of 1981 I think, and Dave has hammered out a long and respected career producing quality insights and images for the aviation industry, willing to work harder than most of the rest of us. *** So here's a plug for hisUncontrolled Airspace: News & conversation about the world of General Aviation flying website. *** Lots of entertaining jabber about all things aviation, including contributions from people like my old collaborating pal Jim Wynbrandt, who like Dave is an avid pilot and aviation journalist and widely respected in the industry. *** It's an aviation-centric podcast, which presents itself this way: "Every week the UCAP gang gathers in the virtual hangar to talk about all things GA. You can listen-in as some of General Aviation's most knowledgeable, opinionated, and plain-speaking characters, do some online hangar-flying."

Ran into my old pal Dave “Higs” Higdon who’s been an aviation journalist/photo Iron Man for decades. We go back to the early ultralight days of 1981 I think, and Dave has hammered out a long and respected career producing quality insights and images for the aviation industry, willing to work harder than most of the rest of us. *** So here’s a plug for hisUncontrolled Airspace: News & conversation about the world of General Aviation flying website. *** Lots of entertaining jabber about all things aviation, including contributions from people like my old collaborating pal Jim Wynbrandt, who like Dave is an avid pilot and aviation journalist and widely respected in the industry. *** It’s an aviation-centric podcast, which presents itself this way: “Every week the UCAP gang gathers in the virtual hangar to talk about all things GA. You can listen-in as some of General Aviation’s most knowledgeable, opinionated, and plain-speaking characters, do some online hangar-flying.”

Sun ‘n Fun Day Two: Taildraggers R Us

By James Lawrence || March 28, 2012 Leave a Comment (Edit)

Tecnam North America is banking on what CEO Phil Solomon believes is a strong market interest in taildragger LSA. *** Tecnam is putting their R&D into attracting some of that market share with the revamped P92 tricycle gear S-LSA into a tail dragger version, and adding in some spice to boot: either a Lycoming YO-233-B2A or a Rotax 912/S2 powerplant is available to power it. *** The new version of the long-popular, well-proven P92 comes with a host of typical Tecnam quality features too, including a new wood-grain panel, adjustable seats, luggage compatrments, map and storage compartments on the door, epoxy corrosion proofing, lock/key entrance, tinted windows and lots more. *** Hydraulic toe brakes, electric flaps and lots more to join the electric trim and free castoring tail wheel. *** I'm hoping to fly it the week after the show, if some paperwork issues with the brand new plane get resolved. More on this along with excerpts from a lively interview with the ever-insightful Mr. Solomon to come. *** The P92 joins the Renegade Falcon and some other LSA hoping that the taildragger interest isn't just for Cub-style LSA. Time will tell.

Tecnam North America is banking on what CEO Phil Solomon believes is a strong market interest in taildragger LSA. *** Tecnam is putting their R&D into attracting some of that market share with the revamped P92 tricycle gear S-LSA into a tail dragger version, and adding in some spice to boot: either a Lycoming YO-233-B2A or a Rotax 912/S2 powerplant is available to power it. *** The new version of the long-popular, well-proven P92 comes with a host of typical Tecnam quality features too, including a new wood-grain panel, adjustable seats, luggage compatrments, map and storage compartments on the door, epoxy corrosion proofing, lock/key entrance, tinted windows and lots more. *** Hydraulic toe brakes, electric flaps and lots more to join the electric trim and free castoring tail wheel. *** I’m hoping to fly it the week after the show, if some paperwork issues with the brand new plane get resolved.

Sun ‘n Fun 2012 Day One

By James Lawrence || March 28, 2012 Leave a Comment (Edit)

Jim Dehart and the FK12 Comet-mounted Lycoming IO-233 fully aerobatic engine - first in the U.S.

Christian Mundigler of Rotax BRP.

The 912 iS was wheeled in with great fanfare under a shroud to accompanying, powerful classical music of the Russian persuasion... all the world's a stage. It is a beautiful engine to be sure.

Dave Graham, right, shows off the magazine he created to show off Legend's fine Cub line. He credits Randy Schlitter of Rans Aircraft, who did the same for his line of SLSA and kits, with the idea. Both have done superb jobs, and it's fun to read about an airplane in so much detail. Great idea guys! That snazzy AmphibCub behind Dave belongs to the happy owner Frank (L).

Here's the scan code so you can get your own free copy with a smartphone and bar code reader.

Sun ‘n Fun got off to a great start with weather in the low 80's, a helpful breeze and lots of new buildings and of course massive traffic jams coming in to the show because some things should never change no matter how many improvements are made. *** Seriously, the Sun 'n Fun folks do a great job and there are many new things on the field to make life more enjoyable for spectators and those of us here to work.First up: Jim Dehart of Atlanta Light Sport Aviation was excited to show off his school's new FK12 Comet with the first-in-US Lycoming IO-233 fully aerobatic light sport engine. *** "The airplane is really powerful," Jim says, "and at 696 lbs. will be a real performer." *** He quotes the horsepower at 125 hp but I've seen it at 116 max everywhere else so either I've got it wrong and there's a bump in power from the inverted fuel/oil system on the aerobatic version (standard carburetted version also available, as well as a Rotax version, or he meant to say 116 hp. *** At any rate, the starting price for the fully aerobatic Comet is $135K ($130K for normally aspirated mill). *** "This will create a new category of competition airplane in the IAC," he says. IAC is the International Aerobatic Club, the governing body for sanctioned aerobatic events. *** Jim says flight test will commence on the Comet in the middle to the end of next month, and he hopes, though it's a stretch, to enter the first aerobatic competition by July. *** "We will try to have the first Light Sport aerobatic school in the country too. Our regular LSA flight school signed up more than 36 students last year and we've put 22 through to their license so far, and have 32 renters of LSA currently."Next up was a morning of press conferences including a dramatic wheel in of the new Rotax 912 iS which I've got a ton of notes on but once again, hotel wifi problems have caused undue stress and strain on your erstwhile blogster, plus it's late and I'm tired from a long day so I'll let pix suffice for now and will fill in with details down the road.<

Sun ‘n Fun got off to a great start with weather in the low 80’s, a helpful breeze and lots of new buildings and of course massive traffic jams coming in to the show because some things should never change no matter how many improvements are made. *** Seriously, the Sun ‘n Fun folks do a great job and there are many new things on the field to make life more enjoyable for spectators and those of us here to work.First up: Jim Dehart of Atlanta Light Sport Aviation was excited to show off his school’s new FK12 Comet with the first-in-US Lycoming IO-233 fully aerobatic light sport engine. *** “The airplane is really powerful,” Jim says, “and at 696 lbs. will be a real performer.” *** He quotes the horsepower at 125 hp but I’ve seen it at 116 max everywhere else so either I’ve got it wrong and there’s a bump in power from the inverted fuel/oil system on the aerobatic version (standard carburetted version also available, as well as a Rotax version, or he meant to say 116 hp.

Sun ‘n Fun (and Splash) This Week

By James Lawrence || March 25, 2012 Leave a Comment (Edit)

Searey LSX will be on prominent display at Sun 'n Fun starting Tuesday. photo courtesy Progressive Aerodyne

The Terrafugia Transition nears production and will be at the show. photo courtesy Terrafugia

The Searey from Kerry and Wayne Richter's Progressive Aerodyne — guided by new principal, Adam Yang — just sent out word that the popular design celebrates its 20th anniversary this year by "making a big splash at Sun N Fun!"The Searey, perhaps the most successful kit amphibian ever (and which is still on the trail of certifying its latest LSX model to the LSA ASTM standard — they thought they'd have it done by end of 2011) will be at the show in demonstrable abundance. *** Five will be on exhibit from the nearby factory, and a "very large 'Gaggle' of Seareys" is expected to arrive en masse on Thursday, March 29th at 10:00 a.m. — 20 or more from the cohesive and enthusiastic Searey community of more than 500. *** Half an hour later a smaller group will overfly the Sun 'n Fun crowd. *** The Searey will be on display at three locations: Booth 58, the LSA Mall and the Seaplane Pilots Association display. *** I had a ball flying the amphib at Sebring 2011. It's a great way to enjoy water flying at either a kit price or, in time, prebuilt as an S-LSA.Another must-see aircraft that will be at the show is the long-in-development Terrafugia Transition flying car, which is also slated for the New York International Auto (not Air) Show this year, April 6-15 at the Jacob Javits Convention Center in NYC. *** The "production ready" version of the two-seat, LSA-legal Transition is scheduled for delivery to the first of 100 pre-order buyers by the end of this year after a long development process and ever- increasing price level — currently around $250,000. *** The reconfigured and refined design, which originally had a type of canard forward of the front "bumper", touts a max speed of 115mph. "Roadable" mileage after the pushbutton transition to folded-wing land vehicle is claimed to be around 35 mpg. *** I'll be visiting these folks and lots more and posting here as I'm able during the show.

The Searey from Kerry and Wayne Richter’s Progressive Aerodyne — guided by new principal, Adam Yang — just sent out word that the popular design celebrates its 20th anniversary this year by “making a big splash at Sun N Fun!”The Searey, perhaps the most successful kit amphibian ever (and which is still on the trail of certifying its latest LSX model to the LSA ASTM standard — they thought they’d have it done by end of 2011) will be at the show in demonstrable abundance. *** Five will be on exhibit from the nearby factory, and a “very large ‘Gaggle’ of Seareys” is expected to arrive en masse on Thursday, March 29th at 10:00 a.m. — 20 or more from the cohesive and enthusiastic Searey community of more than 500. *** Half an hour later a smaller group will overfly the Sun ‘n Fun crowd. *** The Searey will be on display at three locations: Booth 58, the LSA Mall and the Seaplane Pilots Association display.

Pushing the Envelope

By James Lawrence || March 23, 2012 Leave a Comment (Edit)

With Americans "on the grow", how much room should LSA have?

Renegade's Falcon sports a 46" wide cabin — "six inches wider than a Cessna 172" say the ads — but ever-larger people beg the question: what will be considered "tiny" 20 years from now? And do designers need to factor those trends into their designs...yet still feel the pinch of weight-restricted airframes?

Barry Pruitt is a good sized guy and he's showing plenty headroom *** in the new Bristell Fastback, one of the more "commodious" LSA.

Could four-seat, ASTM-certified aircraft *** like this Piper Archer LX be in our future?

Supersonic flight pioneer and WWII ace Chuck Yeager is famous for using, if not coining, the term "pushing the envelope," which has entered the popular lexicon for just about anything to do with growth and meeting challenges. *** In that vein, since the day the Light Sport category became a fixture of the aviation regulatory landscape, there have been calls to do everything from abolish it outright to expand it's current parameter. The parameters invoked to arrive at the perfect light aircraft involve the Usual Suspects: faster, bigger, stronger, heavier, better load, no altitude restrictions etcetera etcetera etcetera. *** In that vein, I want to share with you some cogent email comments received from Plane & Pilot magazine reader Dr. Barry Gloger who puts forward a well-reasoned argument for reworking the LSA concept. *** Whether you agree or not with his point of view, it's hard to refute his logic, since it's based on his expertise in the actual physical size of the "average American." *** And now for The Usual Disclaimer: his viewpoint does not necessarily reflect my opinion or that of the staff of P&P mag. |||| Rather than paraphrase his comments, I'll let Dr. Gloger take it from here: "At 6 foot 4 inches and 250 pounds, this is a subject near and dear to me. As an orthopaedic surgeon, who designs joint prostheses, I am quite aware of the ever enlarging American body. There are numerous LSA that I literally cannot shoe horn my body into. Due to either height, width or weight restrictions, I estimate that most LSA could not fly with two top 50th percentile persons together — and big people tend to associate with other big people. That's a huge market share that LSA cannot serve. *** "In addition to cabin width, I wish manufacturers would list headroom above the seat, so customers knowing their torso length or sitting height (measured from the ischium [sit bones] to the top of the head) could figure out if they'll be able to close the canopy. *** "I cannot close the canopy of (many) aircraft and one plane, which advertises enough headroom for someone 6 foot 8 inches, has a well behind the spar. Sure, my head fit back there, but I could not even see the panel, never mind the fractured skull I would suffer in any hard landing. *** "Did you see the new Bristell at Sebring — it looks like a more commodious version of the Sport Cruiser — hope it is not as sensitive..." (My comment: I did fly the Bristell at Sebring — see my report in the next issue of P&P. It advertises sufficient headroom for a 6 foot 6 inch pilot, which seems to be a truthful claim based on my time in cockpit. *** "My major gripe is with the LSA rule is the rather arbitrary choice of 1,320 pounds as the maximum gross weight limit, a number seemingly chosen by the FDA, just because its metric equivalent, 600 kg, is a nice round number. FAA also took into consideration existing foreign "ultralight" aircraft that had already produced many designs at [a similar] weight spec. *** "In order to meet the 1,320-pound gross weight limit, manufacturers resort either to expensive components, such as carbon fiber, or build flimsy undercarriages. *** "The average American is no longer the 5 foot 7 inch, 155-pound individual as when the FAA and Coast Guard originally set occupancy/capacity/ergonomic standards. The 75th percentile man now weighs 200 pounds and no longer fits an 18 inch stadium seat. Imagine how much larger the LSA market could be if planes could be designed to meet all the other LSA requirements (such as stall speed, maximum speed, fixed prop, etc.) and yet safely carry a full fuel payload of 500 to 600 pounds. Perhaps you and your friend, Dan Johnson, could petition the FAA to modify the LSA rule. *** (AOPA, EAA and other orgs plus some individuals are pushing this effort on several fronts, along with the LSA-style driver's license/self certify flight worthiness in lieu of a current FAA medical for lighter GA single-engine aircraft.) *** "Terrafugia is struggling to bring its drivable aircraft in at 1,320 pounds. [The Massachusetts company has received a limited exemption to seaplane weight of 1,430 pounds. —DJ]. Think how much cheaper it would be if their Transition did not have to meet this unnecessary weight restriction. So what are the chances of modifying the LSA rule? And for that matter how about creating an ASTM/FAA standard/rule for a cheap, inexpensive four passenger, Sport Pilot-eligible plane similar to the current crop of LSA airplanes? *** "That brings up the problem with LSA; they don't have large enough payloads. I understand why the FAA and LAMA came up with the requirements that a LSA shall be a passenger plane that stalls at 45 knots max, flies at 120 knots max, has a single engine with fixed prop and landing gear. [LAMA had nothing to do with these decisions. —DJ] *** "But they should have stopped there... left the gross weight unspecified, so manufacturers would have the flexibility to design planes with full fuel payloads of 500 to 600 pounds. Yes a plane heavier than 1,320 pounds has more kinetic energy and momentum, but that has no effect on safety unless you crash into someone’s house. *** "So I propose that the FAA revise the LSA rule to eliminate max gross weight restrictions, replacing it instead with standards governing landing forces, wing loading, or whatever design parameters are needed to produce a docile plane that doesn’t break up in routine flight or hard landing, maintaining the important restrictions of a two passenger plane that stalls at 45 knots max, flies at 120 knots max, has a single engine with fixed prop and landing gear." *** Thank you Dr. Gloger. There are many, many ways to go at this argument both for and against such a proposal: we could fill a magazine several times a year just with this topic alone.Update 3/24/12 — In addition to other comments inserted above, this very subject has often been debated at ASTM meetings but the responsibility for any such change, as well as the original rule, resides solely with the FAA —DJ

Supersonic flight pioneer and WWII ace Chuck Yeager is famous for using, if not coining, the term “pushing the envelope,” which has entered the popular lexicon for just about anything to do with growth and meeting challenges. *** In that vein, since the day the Light Sport category became a fixture of the aviation regulatory landscape, there have been calls to do everything from abolish it outright to expand it’s current parameter. The parameters invoked to arrive at the perfect light aircraft involve the Usual Suspects: faster, bigger, stronger, heavier, better load, no altitude restrictions etcetera etcetera etcetera. *** In that vein, I want to share with you some cogent email comments received from Plane & Pilot magazine reader Dr. Barry Gloger who puts forward a well-reasoned argument for reworking the LSA concept. *** Whether you agree or not with his point of view, it’s hard to refute his logic, since it’s based on his expertise in the actual physical size of the “average American.” *** And now for The Usual Disclaimer: his viewpoint does not necessarily reflect my opinion or that of the staff of P&P mag.

Skycatcher Crash #2

By James Lawrence || March 16, 2012 Leave a Comment (Edit)

No details yet from Cessna on the crash of its second Skycatcher (AKA Cessna 162). According to numerous online reports, the SLSA production prototype crashed March 19 while on a flight test near Wichita, Kan. *** A Kansas cable tv news channel posted a story online that claimed the plane landed under a BRS ballistic airframe parachute canopy, hit a fence and flipped over. *** Good news: the pilot was not injured. *** That's about all the good news though for Cessna, which had reworked the vertical stabilizer and rudder after its first prototype crashed in a stall-spin accident last fall. *** According to Cessna personnel, the company had conducted further wind tunnel tests after the first crash, then picked one of two aerodynamic solutions which led to the tail mod. *** A Cessna spokesman also commented on a recent online video that Cessna had begun production on the Skycatcher at the Shenyang Aircraft Corporation, China plant. No news yet whether production will be halted, or if so, for how long. *** Cessna had hoped to have first deliveries for the more than 1,000 orders in the second half of 2009. All that appears to be in limbo for at least the next few days to weeks, until the cause of this latest crash is revealed by NTSB investigators.

No details yet from Cessna on the crash of its second Skycatcher (AKA Cessna 162). According to numerous online reports, the SLSA production prototype crashed March 19 while on a flight test near Wichita, Kan. *** A Kansas cable tv news channel posted a story online that claimed the plane landed under a BRS ballistic airframe parachute canopy, hit a fence and flipped over. *** Good news: the pilot was not injured. *** That’s about all the good news though for Cessna, which had reworked the vertical stabilizer and rudder after its first prototype crashed in a stall-spin accident last fall. *** According to Cessna personnel, the company had conducted further wind tunnel tests after the first crash, then picked one of two aerodynamic solutions which led to the tail mod. *** A Cessna spokesman also commented on a recent online video that Cessna had begun production on the Skycatcher at the Shenyang Aircraft Corporation, China plant.

SAFE!
(Another Persective)

By James Lawrence || March 16, 2012 Leave a Comment (Edit)

BRS test of the SR20 canopy from the late 1990s.

Step-by-step view of a BRS rocket-deployed parachute deployment from the Cirrus SR20.

The circular ring in front of the main canopy is called the slider. Seen doing its job in the four-view photo (frames 2 & 3), the slider controls the opening speed of the main canopy.

Watch the video. Open your mind. Put yourself in this cockpit. Imagine it happening to you. Think of the people you love and who love you. *** Dan Johnson wrote about this yesterday in his blog post (my writing home away from home) with some tasty comments based on his years at BRS parachutes, so I'll direct you there for his in-depth overview. *** My purpose in posting here is more personal. I want you to fly safely your entire, long life. *** But any pilot — and you know who you are — who has so far convinced him/herself that an airframe parachute shouldn't be an essential component of any aircraft, please watch the video. *** Then try to make a rational argument afterwards against recreational aircraft carrying onboard chutes. *** Yes, the pilot is engaging in high-stress aerobatics, which the vast majority of us will never do. And yes, you can make an argument that carrying a chute increases your likelihood of taking more chances in the air because you feel you always have a backup. *** But do you drive more recklessly because you buckle up in your car? Most of us don't. I think this is not a strong argument against having one when you might need one... because if you don't have one, you'll never need one again. That much we can say with certainty, as would the young pilot in this video. *** Finally, who can say with certainty that nothing catastrophic will ever happen to us in flight? Nobody. Absolutely nobody. Scroll down to see the video below or click here. *** I bet you know somebody who would be alive today if they'd had an airframe chute on board. I can think of several over the years... friends and colleagues I miss, some a great deal. I think sometimes about how their families must miss them still. We never forget the people we love. *** BRS Aerospace keeps stats on their saves. The tally is now 253 people who are still alive because of this technology, including the young man here who walked away unhurt after losing an entire wing just 700 feet above ground. *** If you want to cut to the chase, fast forward 1:50 into the video to see the breakup itself, and watch the rest for a slow-motion replay. *** Here's what's remarkable to me: • How fast the pilot deployed the chute... and still the main lanyard connected to the chute seems to have wrapped around the fuselage at least once, which is why I think it descended — very slowly as you'll notice — in a nose-down attitude. • How quickly the chute deployed even with the high-speed rotation around the roll axis • How the pilot was completely unscathed, though as Dan reports the airplane caught fire after "landing" and burned up (more pix on his site). *** I'm going to beat this drum until the drum breaks, then I'll get another one, because airplanes are mechanical devices. Something, in time, will fail. You can count on that. We don't need to fly in fear, but we shouldn't kid ourselves either. Why not be as safe as we possibly can? *** The other day I pulled into a rest stop on the interstate, opened the door, and watched as a tide of oil ran out of my engine onto the asphalt. I called it Mini-Gulf of Mexico because five quarts makes quite a flood. *** Four hours of cleanup and an auto tow later, the mechanic told me the engine drain plug had unscrewed, although it took 2,000 miles since the last oil change — at the VW dealer — to do so! *** Again, my point: an airplane is a mechanical device. Something can and will fail in time, and you might not catch it in a preflight. *** Or you might hit a bird or an airplane and be disabled and unable to land safely. *** In the news, a high time pilot had a midair the other day and was killed. It happens, and piloting skill or lack of it had nothing to do with his death. *** With 35 pounds of parachute on board, you've got a hole card against the unknown. *** Why wouldn't you want that? Why wouldn't your friends and loved ones want that for you? *** The young pilot in this video was 5 seconds from losing his life after that wing let go. Instead, because he was smart enough to install an airframe parachute, he's got one hell of a story to tell for the rest of his life, and a family and friends who will welcome him home for all the years ahead. *** That's an incredible exchange for a few thousand bucks and 35 pounds of weight, wouldn't you say?

New Fuel-Injected Rotax 912 iS!

By James Lawrence || March 9, 2012 Leave a Comment (Edit)

The new Flight Design CTLSi fitted with the 912 iS

Rotax Aircraft Engines just raised the bar with its new Rotax 912 iS, fuel-injected, 100-hp engine, based on the truly ubiquitous core 912 mill we all know so well. *** FYI: Did you know more than 170,000 Rotax aircraft units are in service worldwide? Wow! That’s a lot of engines. *** The new powerplant is being hailed as the most fuel efficient aviation engine for light sport aircraft. *** Alas, the 912 iS won’t download your email, doesn’t have a Retina display and has nothing in fact to do with Apple. Watch the video below for more details on the new engine's operation. *** The “i” of course stands for fuel injected, and with this happy development come beaucoup bennies: • Up to 30% lower fuel consumption than previous versions, and up to 78% lower than “comparable competitive engines”. Could this lead to smaller fuel tanks in LSA? That would easily make up for the 13 pound increase in engine weight and then some without giving up range. • increased fuel efficiency from optimized fuel/air mixture for each cylinder at any altitude (no more dual carburetors!) • easier starting (hardly a problem before) • more electrical power • easier preflight check • uses premium autogas up to grade E10. • reduced CO2 emissions • lower operating and maintenance costs (200 hour carb service/sync goes away!) • same 2,000-hour TBO as current 912 variants. *** Flight Design USA’s head honcho Tom Peghiny said this about the new CTLSi with the engine: "With fuel injection, Rotax has leaped forward... Carburetors demand more mechanical oversight and tuning the dual carbs increases complexity. *** With fuel injection, balancing carbs is no longer necessary. Pilots will find increased torque, easier starting, and smoother operation. Carb ice concerns become a thing of the past." *** FD and, I would assume, everyone else in the industry will be offering the 912 iS in their aircraft once mass production kicks off, in May. *** The actual fuel injection process is run by a Rockwell Collins Electronic Control Unit (ECU) similar to the one in fuel injected cars. The ECU can be software optimized for peak-efficiency burn by a mechanic with a laptop due to its computer interface. *** Each cylinder has two injector ports for redundant fuel supply and reliability. Overall weight is 13 lbs. heavier. Size is virtually the same as the 912. *** The 912 iSc will be the certified version. *** No word yet on how much more we’re talking about in cost. *** For a closer look, Rotax will have one at the LAMA LSA Mall inside the Sun 'n Fun 2012 entrance later this month in Florida. Experts will be there to chat! Tech wienie dream!

Lessons From The Field, Part Deux

By James Lawrence || March 8, 2012 Leave a Comment (Edit)

LSA like this Alto 100 can surprise GA pilots *** with robust takeoff performance.

Many GA pilots have never flown an aircraft with a stick

Many GA aircraft like this Cessna 170 *** use a yoke for pitch and roll

Spicy LSA: the FK 12 Comet comes with Rotax or Lycoming 233-LSA engines for sport flying or acrobatics.

Full EFIS cockpits are standard for many LSA cockpits

Time to wrap up this week’s discussion with John Lampson, CFII and veteran Flight Design CTLS instructor. *** Our topic: How and why are LSA different than GA airplanes and what transition challenges do they present for experienced GA pilots?"LSA really perform,” says John. “When you add power in the CT, it wants to just leap off the ground. That's not true of most heavier GA airplanes." *** "As I said earlier, GA experience shouldn’t hold pilots back in an LSA. But I’ve noticed they’re often surprised at the lighter, more dramatic, responsive feel of LSA, especially when they make the exact same control inputs that they're used to for a GA airplane." *** "New pilots on the other hand, with no prior flying experience, have no preconceptions. I can teach them from the ground up. They don't have to combat and unlearn those old habits first." *** Does that mean baby blue students get with the program quicker? "Not at all. The brand new pilot still has the whole 'learning to fly' curve to climb, while the seasoned GA pilot just needs to amend some ingrained habits. It's called the Law of Primacy: things that are first learned are best remembered... and can be difficult to unlearn." *** “But I sure don’t mean to scare away GA pilots", he hastens to add. "Most of the time they do just great, there’s just some transition time needed, to make individual adjustments to these new aircraft." *** "I have had pilots with thousands of hours expect that all they'll need is a quick, 'around the patch' flight, rather than any actual training." *** "Usually, they're surprised at how different the LSA is once they get in the air.” *** He recounts a recent flight with a gentleman he unabashedly describes as “a phenomenal pilot. I'd wanted to fly with him because I expected I'd learn something. But he expected I would just sign him off without flying. 'Let's go up for just half an hour,' I said." "After we landed, he said, ‘Wow, I’m really glad we did that! It's worth it to go up with someone who knows the plane better I do.’ Obviously I didn’t teach him how to fly; he did really great in the CT. But his whole attitude toward LSA changed after that flight.” *** John points out some adjustments specific to the CTLS that illustrate the general idea that proper transition to LSA flight is important: *** "The sight picture forward takes a bit of getting used to during taxi, takeoff and landing." *** I struggled with this myself: the short, puppy dog-curving nose sets up a false sense of where straight ahead is that gave me problems, particularly on landings. I’d slide into final thinking I had the wheels lined up straight down the runway, and was surprised to find I as several degrees off, putting a bit of a side load on the tires. That took awhile to adjust to. *** "You sit in a little more reclined attitude too,” John continues. “It's a little more sporty than many GA planes." *** “Also, we forget sometimes that some GA pilots people have never flown using a stick before. That yoke-to-stick transition can take a bit of time." *** "And again, the sheer performance of it: it's simply a quicker, more sensitive airplane. People are always surprised, pleasantly of course, by the climb performance and dramatic deck angle. We get 1200 to 1500 fpm sometimes in the CT.” *** “‘Hey, I didn’t expect that from a 100 hp engine!' is something I hear all the time." *** Engine rpm is another surprise. *** “GA pilots are used to 1700 rpm for runup and 2400 rpm for cruise. In a Rotax, which is a reduction drive-geared engine, the numbers approach twice that: 4000 and higher for cruise, 3000-4000 rpm for run up." *** "Glass panels present another challenge for transitioning pilots.” *** Since LSA don’t require FAA certification for EFIS (Electronic Flight Instrument Systems), there’s a proliferation of affordable “glass” cockpits in the industry. They're not nearly as common in the existing fleet of GA cockpits, especially in training airplanes like the C-172 that have been around forever. “ Everything in LSA is moving away from steam gauges,” says John. “Not only do LSA perform differently, but there's the whole visual difference in the cockpit to learn. Students can feel overwhelmed by having to hunt for the altitude, airspeed, turn and bank and other indicators are on the screen, not to mention how to hit the right buttons to change the displays. Getting used to EFIS screens can be more challenging for Cessna and Cherokee pilots than the performance difference." *** "It all boils down to this: I tell new students, first timers and veteran GA pilots alike: 'Don’t even worry about trying to absorb the EFIS avionics today; let’s fly the airplane first. It’ll quickly become very familiar and easy to digest once you’re exposed to it a bit.’” *** Many thanks again John for sharing your expertise!

Lessons From The Field

By James Lawrence || March 5, 2012 Leave a Comment (Edit)

John Lampson, left, CFII and busy LSA instructor, and the Flight Design CTLS he's taught more than 1,000 hours on.

Some LSA like the Breezer feel very much like a "Wichita Tin" GA airplane.

...while some, like the former PiperSport, can have very sensitive pitch and/or roll forces.

And then there are the LSA Cubs like this beauty from Legend, which handle like, well, Cubs.

My good pal John Lampson, the 6,000 hour CFII who took me through my Sport Pilot training a few years back now, continues the good fight to put well-trained, safe Light Sport Aircraft pilots in the air.John's a CFII, so he teaches for all the GA ratings, but he's getting a lot of students putting in LSA time on the Flight Design CTLS that's on leaseback out of Premier Flight Center in Hartford, CT. *** John's done well over 1,000 hours of training by now in the CT so I thought he'd be a great source of regular tips on learning to fly, or transition to, light sport flight. We got to chatting on which topic to kick off this training discussion with and before long settled on something we'd covered before and that I've written about in the past: how is flying an LSA different, especially for rated GA pilots used to heavier, less responsive aircraft, and what challenges does that present to the student? Take it away my bro! *** "Pilots with experience in GA airplanes," John begins, "can have some challenges a novice won't have, and vice versa. It can be harder to 'unteach' someone who's used to a Cessna 172, 152 or Piper Cherokee. Those are all great trainers, but they are different from LSA in several important ways." *** "And I don't at all mean to say LSA are like a piece of crystal that you can break if you're not careful; they're strong, sturdy, well-designed, great flying airplanes for sure; they're just not as heavy, for example. I tell students and transition pilots alike that they just need to fly one with a lighter touch. My students who are used to a Bonanza or Warrior can be a little heavy handed in an LSA, for example. They have relatively lighter wing loading and also sophisticated, clean and efficient airframes, like the CT which is composite and has no rivets. It's a carbon fiber design, with a very low drag profile, and is very responsive in handling." *** "LSA have very good engines too." The Rotax, Jabiru, new Lycoming 233-LSA and CubCrafter's CC340 for example have all proven themselves with many years of reliable service and easy, trouble-free maintenance. *** Matevz Lenarcyk is proving the point all over again with his current round-the-world flight that just crossed the Pacific and landed in New Zealand... all on a single Rotax engine! *** My talk with John about heavy-handed flying brought to mind the first time I flew a Toxo, a beautiful, sleek low wing SLSA monoplane that unfortunately is no longer marketed in the U.S. *** I'd been flying my hang glider around the same time. Flying a weight shift hang glider is a push-pull affair — you're suspended from the wing's center of gravity in a harness — which can require physically large control movements if speeds are slow. Flying the Toxo on a demo flight for one of my first LSA articles (maybe even the first), I performed a departure stall, the airplane fell off on a wing and I corrected by stuffing the stick forward with the approximate enthusiasm I would have done in my hang glider, i.e. with way more gusto than I should have. *** In a split second the highly sensitive pitch axis responded as it was designed to, which resulted in me and my demo pilot kinda sorta looking straight down at the ground. *** He quickly barked, "I got it!", took the controls and disaster was averted. Well, not disaster, but further embarrassment at least; the sudden nose over caught me by surprise and I didn't trust my reflexes for a second on the recovery, which he made with a practiced easing back on the stick while chopping throttle and all was right with the world again. That was exciting. *** The SportCruiser/PiperSport is/was another LSA with a very sensitive pitch response which I hear has been dampened down now to balance with the roll control, which was more nominal. *** The point being, although some LSA are certainly more GA-like in their dynamically stable control forces — the Jabiru 230 and Breezer II come to mind — an LSA, for a veteran Wichita Tin driver, can indeed surprise a first-time pilot. *** We'll talk more with John tomorrow on this topic. Many thanks to John Lampson!