James Lawrence, Author at ByDanJohnson.com

Voice of the (Pilot) People

By James Lawrence || February 15, 2011 Leave a Comment (Edit)

Smart Brief picked up on an AOPA poll of its membership (without citing the numbers of poll respondents) that shows an overwhelming majority can see themselves "flying as a sport pilot in the future." *** That dovetails into a topic I'm working on in my column for the May issue, which covers the recent LSA Tour of Florida that took place right after Sebring 2011. *** John Hurst, head of Sebring Aviation, who flew a Flight Design CTLS on the Tour, told me of his desire to overturn what he perceives as an entrenched belief among younger pilots that LSA flight is primarily viable as an alternative for older pilots faced with the possibility of losing their flight medicals, and therefore their flight privileges. *** "I want us to stop preaching to the choir and reach out to younger pilots. Too many younger pilots think of LSA as a compromise you need to make when you're in danger of losing your medical. I've heard younger pilots say, too many times, 'I won't have to do something like that for a lot of years'. I'm trying to change that perception to show them LSA offers several benefits they can't get with a type certificated aircraft." *** The question the poll doesn't answer is, "How far in the future do you see yourself flying as a sport pilot?" *** On the face of it though, these are encouraging numbers. At the very least it shows that sport pilot flying is building a strong positive image for itself. *** The poll results: *** 74.91%: Yes — I could see myself flying as a sport pilot in the future *** 11.06%: Yes — I am flying as a sport pilot now. *** (aggregate total: almost 86%!) *** 14.03%: No — I would not fly. Update 2/16/11 — Both numbers are up even a little further: 75.29% now say they could see themselves flying as a Sport Pilot and 11.78% already are using the privileges... making a total of more than 87% favorable to FAA's newest sector. By normal polling results this is an overwhelming majority. —DJ

Smart Brief picked up on an AOPA poll of its membership (without citing the numbers of poll respondents) that shows an overwhelming majority can see themselves “flying as a sport pilot in the future.” *** That dovetails into a topic I’m working on in my column for the May issue, which covers the recent LSA Tour of Florida that took place right after Sebring 2011. *** John Hurst, head of Sebring Aviation, who flew a Flight Design CTLS on the Tour, told me of his desire to overturn what he perceives as an entrenched belief among younger pilots that LSA flight is primarily viable as an alternative for older pilots faced with the possibility of losing their flight medicals, and therefore their flight privileges. *** “I want us to stop preaching to the choir and reach out to younger pilots. Too many younger pilots think of LSA as a compromise you need to make when you’re in danger of losing your medical.

Larry Newman, 2011

By James Lawrence || February 7, 2011 1 Comment (Edit)

Larry Newman

American Aerolites Eagle

Photo courtesy Aerosoft

Double Eagle II

Larry Newman, 63, one of the seminal manufacturing/marketing dynamos in the early days of hang gliding who made the successful transition to ultralights, has died after a reported 3-year battle with pancreatic cancer. *** Larry was a flamboyant entrepreneur who successfully sold his ElectraFlyer hang gliders. *** When people started sticking motors on the foot launched craft, he came out with a new company, American Aerolites, to produce the Eagle ultralight. *** I first flew the Eagle with Plane & Pilot Publisher Steve Werner back in 1983. I remember it vividly: while Steve was up on a test hop, I was taking photos of his flight next to the runway at Coronado Airport, north of Albuquerque, near Larry's factory...and I got stung twice by fire ants.I almost jumped out of my jeans, it hurt so bad. I thought I'd been shot in the leg. I could barely see the critters but what a painful wallop they packed. *** After the success of the Eagle, Larry debuted the revolutionary, composite-fuselage, clear mylar-winged Falcon, a wonderful, radical design leap forward that would fit in well with today's S-LSA...and this was 26 years ago! *** Today, to qualify as a Light Sport, it would need a fixed nosegear: the production Falcon had a cockpit pull-up retraction system that worked very well at reducing drag. *** Always a superb (and shrewd) marketer, Larry managed to get Chuck Yeager and Delco batteries to endorse and use the Falcon in TV commercials, which ran for years and was a big success for Delco. *** I had the great pleasure to fly Chuck's Falcon in the Greater Arizona Ultralight Air Race in 1984. *** I must report without intending to brag that I won the race...entirely by accident.I say that because I got completely lost on the course, buzzed around for ten minutes looking for the pylon, then found it and flew the rest of the race firewalled. The only pilot skill I exhibited was flying a crab course where everybody else seemed not to understand how to compensate for a 15-knot wind. *** The winner was to be the pilot who completed the course in the fastest time...without exceeding the FAR Part 103 legal limit of 63 mph, straight and level, full throttle. Yep, the Sport Pilot Rule that limits LSA to a top level speed of 120 knots had its germinus in the 1980s. *** Anyway, my final average time for the 108-mile course was 62.58 mph! Now you know why I say "accidental" winner. *** Clearly the Falcon was capable of much faster than legal flight. I wonder today how many LSA, especially these sleek composite ships, nudge the 120-knot limit by a few knots. Maybe FAA will send up some air cops with speed guns. *** I remember practicing before the race. I'd run a few laps around a practice course and was on short final to land when I saw someone on the tarmac, furiously waving a red shirt. *** "What an idiot," I mumbled, wondering what the hell he was doing. *** As I got within 50 feet of touchdown, the guy was still there. I suddenly realized it was Larry, and he was trying to wave me off from landing. *** "What the...?" I said to myself, then checked the right side of the cockpit. I'd forgotten to lower the nosegear! *** "Dumbass," I mumbled, powered up for a go-around, dropped the gear, and flew the whole pattern that way. *** After I landed, he grinned at me with a "You dumb s---" look...then eased my embarrassment by saying, "Don't feel too bad: Chuck landed in it a few weeks ago with the nose gear up." *** He meant the great Chuck Yeager. Larry introduced me to the legendary USAF test pilot a few months later. Chuck gave me a quick glance, a perfunctory handshake, then made to move off to join some other people. I felt slightly invisible but my ego was none the worse for wear: Chuck was a huge hero of mine, as he was for a lot of pilots. *** But Larry grabbed his arm and said, "Wait up, Chuck: Jim's the guy who flew your Falcon in the big race and won it!" *** Suddenly Chuck's face lit up in a broad grin and he reshook my hand with substantial vigor. "Well hell, Jim, great to meet you!" *** Suddenly we were members of the same club...for a few moments anyway. *** I saw Chuck a few years later in the Warbird area at Oshkosh and reintroduced myself. I remember thinking at the time, "Man, he's getting up there in years." *** At first he didn't remember me, not surprising since he'd become a highly visible and sought-after celebrity by then. I reminded him of flying his Falcon — which had carried the nickname "Glamorous Glennis" after his late wife. The Bell X-1 rocket plane carried the same famous moniker. Chuck was the first human to break the sound barrier in level flight in the X-1, in 1947. *** As years before, his face lit up briefly in a smile, then his brow wrinkled and he said, only half joking, "Hell, Jim; you got old!" *** I laughed. (I'm 22 years younger.) *** I ran into Larry Newman a few years later. He'd long since drifted away from the hang glider biz and hooked up with Ben Abruzzo and Maxie Anderson to be the first, in 1978, to cross the Atlantic in a balloon — the Double Eagle II.Later Larry accomplished the same feat in a different balloon with a different crew, this time being the first to cross the Pacific. *** Ben crashed and died at 55 taking off in a light twin with five women aboard, at the same Coronado Airport where Steve Werner and I first flew that spidery-framed Eagle ultralight. *** Maxie Anderson had died, at 48, two years earlier during a balloon race in Germany. *** I'd wondered whether that was hard on Larry: to lose the people he'd made history with, and so much life still ahead of them. *** Larry was an excellent and well-rounded pilot. Before the hang glider and ultralight game, he'd flown for the airlines, and after the hang glider, balloon and ultralight adventures, he returned to the professional cockpit. *** He had a penetrating gaze to go along with a cocky Joker's smile that could easily intimidate you with his abundance of self confidence. *** Larry wasn't always the easiest guy to have a casual conversation with either. Try to BS your way through a topic he was conversant in, or disagree on a cherished belief, and he'd nail you right on the spot...grinning all the time, almost seeming to revel in your discomfort as he dared you to prove him wrong. *** I saw Larry the last time at an event in Washington, D.C. to honor his flight over the Atlantic. We talked briefly; I could tell life had mellowed him considerably. He'd had his share of triumphs and setbacks, as do we all, and life had etched his face and soul accordingly. *** His big smile and bright eagle's penetrating stare were still there, but there was a resignation, and an acquaintance with humility and gentility too, and that's how I'll best remember him. *** Fly high, fly long, Larry Newman.

Sebring Wrap Up…and Beyond

By James Lawrence || January 30, 2011 Leave a Comment (Edit)

Alto 100

Kitfox Super Sport

FK9 ELA

Watching the excellent wing-mounted video at Sebring

Dynon's Robert Hamilton and one pound transponder unit

Dave Graham (front row left) Bill Canino (front row, second from right) and friends

I'd call this Day 4 but rush-deadline work for the mag intervened after the last day at Sebring so just getting to it now. *** The Sebring experience gets better every year, I believe precisely because Bob Woods keeps it consistently valuable without tricking it up with a lot of extraneous booths selling things like Miracle Kitchen Knife or iPhone WonderMuffin Pocket Baker and the like: it's an LSAshow, pure and simple, and a great opportunity for folks to crawl out from wherever winter is tap-dancing on their heads and let them see, compare, fly and even buy aircraft and peripheral stuff.Many airframe makers reported sales at the show, or expected deals to close afterward. Exhibitors hope for sales of course, but realize folks often need to go home, reflect on what they've seen, then push the button or think more on it. *** I'd say from everybody I talked to, optimism was rekindled that 2011 will be better than the last — a real toughie. *** Let's wrap up my highlights, then look at the 2011 Florida LSA Tour that launched right after Sebring. *** Alto 100: Last year, Ron Corbi and Dan Coffey vowed to bring an Americanized, more affordable SLSA to our shores and did just that with this retooled Czech design, newly SLSA certified. Their "pre-emptive maintenance" approach looks to eliminate those features that most tend to wear out in LSA. American-made Matco wheels and brakes, bucked rivets instead of pop rivets in high-stress areas and so on. The Alto features a Vertical Power electronic electrical system, Approach Hub avionics wiring and a Dynon SkyView glass panel, all for under $100,000, should attract attention. It's a cute airplane too. *** Kitfox Super Sport: Owner John McBean and Paul Leadabrand, owner of a top taildragger school in Idaho called Stick and Rudder Aviation, brought Paul's Kitfox to the show. I had the pleasure of flying it with John the day after the show. What a refined and highly evolved sport plane this much-copied design has become in the 19 years since I built the first iteration of it. Smooth, responsive, great visibility, available as a kit too: and most important, really fun to fly. Big baggage compartment (or optional airframe 'chute-ready). Base price: $83,495.*** FK9 ELA: Finally got to fly this handsome, comfortable cruiser from FK Lightplane, a refined fifth generation version of the European-popular carbon fiber airplane repped in the U.S. by Hansen Air Group. New is the redesigned engine cowl (reminiscent of the LoPresti speed mod on Piper Aircraft some years back) for the Rotax 912 ULS, which reduces drag yet improves cooling. Nice! New winglets reduce fuel burn and improve stall handling for U.S. LSA requirements. Folding wings, wing or fuselage fuel tanks. *** Hardware Dep't: A couple more cool gadgets to talk about:Light Sport Group's Contour A/V-ator HD GPS Camcorder has really caught on with flight schools and others looking to document their flights on High Def video. Now the light-weight, 1080P cam has GPS tracking ability: speed, altitude and position data encode along with the video and audio. Software included lets users play back, edit and share videos online. Data ports over easily to apps such as Google Earth. Price: under $600.And Dynon's SkyView big, multi-talented glass panel keeps evolving. Marketing veep Robert Hamilton updated me on two new features: autopilot and transponder. For example, just tap VFR in transponder mode for the 1200 squawk code. Manual code input is a snap, too. The Dynon transponder sending unit weighs just a pound: easy to put anywhere. Dynon will also soon release a new worldwide Jeppesen-sourced navigation database. *** The Florida LSA Tour: Take five top manufacturers to six Florida cities and you've got the gist of this clever and, we can hope, effective marketing effort. Cooked up by Bill Canino of SportairUSA and American Legend’s Dave Graham, (formerly with Gobosh), the idea targets one of America’s busiest aviation states. On the tours: Legend’s Cub, Flight Design’s CTLS, Sportair's Sting S3 and Sirius, the Rans S-19, and Jabiru’s J-230 joined the tour’s itinerary to Naples, Miami, Orlando, Spruce Creek, Leeward Air Ranch and Tallahassee. *** If successful, tours like this could fill the gap until the LSA infrastructure reaches more fully across the country. *** I caught up with the gang at Orlando's Executive Airport. Air Orlando hosted an outdoor barbecue, much appreciated. Attendance was decent, and made up of serious potential customers, which is the whole point. *** Telling anecdote: I spoke with a Cirrus SR-22 owner who was looking at every LSA present. *** "I'm really impressed with the quality of these LSA," said the mid-40s software engineer. "Once my teens are out of school, I'll probably buy one for my wife and me to take trips in. I didn't realize how well-built these airplanes are." *** Sebring is done: Long live Sebring! *** And thanks again to Bob Woods and his terrific group of volunteers.

I’d call this Day 4 but rush-deadline work for the mag intervened after the last day at Sebring so just getting to it now. *** The Sebring experience gets better every year, I believe precisely because Bob Woods keeps it consistently valuable without tricking it up with a lot of extraneous booths selling things like Miracle Kitchen Knife or iPhone WonderMuffin Pocket Baker and the like: it’s an LSAshow, pure and simple, and a great opportunity for folks to crawl out from wherever winter is tap-dancing on their heads and let them see, compare, fly and even buy aircraft and peripheral stuff.Many airframe makers reported sales at the show, or expected deals to close afterward. Exhibitors hope for sales of course, but realize folks often need to go home, reflect on what they’ve seen, then push the button or think more on it. *** I’d say from everybody I talked to, optimism was rekindled that 2011 will be better than the last — a real toughie.

Sebring Day 3: Busy Blustery Bouncy Fun

By James Lawrence || January 23, 2011 Leave a Comment (Edit)

An FPNA A22 Valor, soon to be represented by a new dealer... Flightline Aviation based at the Sebring airport.

Tom Guttman Jr. makes a low pass for my camera.

Tom soldiers on downwind through the building chop.

Photo courtesy U-Fly-It

*** The day dawned foggy and solid overcast...then cleared almost instantaneously...then snap overcast again. *** The wind grew... and grew... the temperature dropped, and by the end of it, everyone agreed it was an unseasonably chilly day, more like San Francisco in winter than Sebring, Florida. *** But people flew, and flew. Folks came out in good numbers and, according to all the exhibitors I spoke with, and that was a lot, there was focused interest and orders, or solid prospects, were recorded. *** My flying fortunes started bright and early with a morning flight in the new Flight Design CTLS, thanks to Tulsa, OK Airtime Aviation dealers Tom Guttman and his son...Tom Guttman. Makes "Hi Tom!" less of a chore, you only have to say it once. *** These enterprising lads have finalized the fitting and testing of their Clamar floats, designed and built by famed float maker, Clair Sceli. They're beautiful to see and fun to fly on. *** We did several landings and takeoffs on nearby, wind-whipped, whitecap-popping Lake Jackson. Solid, balanced, well-performing. And all that extra drag only costs about 13 knots in cruise... we were showing 102 knots indicated straight and level, full power coming back to the field. *** Tom Peghiny, Prez of Flight Design, also had a gorgeous, futuristic panel on proud display: two Dynon Skyview EFIS displays and a Garmin 696. Gorgeous! See for yourself... I'll fly the Criquet Aviation Stolp Storch 75% replica tomorrow morning. In the meantime, here's some tantalizing specs: • Span 34.7 feet • Wing Chord 5 feet • Cockpit width (tandem) 28 inches • Baggage 3 cubic feet or 25 pounds • Fuel capacity 30 gallons • Engine 100 hp Rotax 912 with Continental Lightweight 0-200D available soon 100 hp • Prop Diameter 6 feet Tennessee wood • Takeoff distance 168 feet • Rate of climb 850 fpm • Cruise 80 mph • VNE 117 mph • Stall (clean) 36 mph (that's not knots, that's mph folks) • Stall (40 degrees flaps) 30 mph!!! • Landing distance 173 feet *** And pictured here is the nifty Levil Aviation 1831 EFIS ...yep, it's a touch screen. Does anybody doubt, with the paradigm shift brought about by Apples iPhone and iPad, that touch screen cockpit displays are the future? *** This 10.4 inch Touch Screen Computer ties in all EFIS engine and navigation monitoring functions into one MFD.

*** The day dawned foggy and solid overcast…then cleared almost instantaneously…then snap overcast again. *** The wind grew… and grew… the temperature dropped, and by the end of it, everyone agreed it was an unseasonably chilly day, more like San Francisco in winter than Sebring, Florida. *** But people flew, and flew. Folks came out in good numbers and, according to all the exhibitors I spoke with, and that was a lot, there was focused interest and orders, or solid prospects, were recorded. *** My flying fortunes started bright and early with a morning flight in the new Flight Design CTLS, thanks to Tulsa, OK Airtime Aviation dealers Tom Guttman and his son…Tom Guttman. Makes “Hi Tom!” less of a chore, you only have to say it once. *** These enterprising lads have finalized the fitting and testing of their Clamar floats, designed and built by famed float maker, Clair Sceli.

Sebring Day 2: Quick Takes on Cool Stuff

By James Lawrence || January 22, 2011 Leave a Comment (Edit)

Here's a glancing blow at some products you might want to check out in depth: *** A cute new LSA named Viper SD-4 showed up, beautifully built (in Slovenia) and should be very attractive to anyone who likes the conventional approach of an all-metal airframe done in the traditional way — with a modern technological boost. *** The parent company, Tomark Aero, uses CAD design and CNC precision cutting methods. *** US distribution will be through Tomark Aero USA, located in Frisco, TX. *** Some specifications: • Wingspan 27' 10 1/2 " • Max weight 1,320 pounds • Cruise 108 knots • Max speed 120 knots • Stall 40 knots • Climb 1,280 fpm • Take-off run 525 feet • Landing run 722 feet *** Wild and Crazy in a Flying Boat: that's what I'd title a short movie I'd make of my fun ride with Kerry Richter, designer of the SeaRey amphib, took me for a way-too-fun ride over, around, onto and off of a nearby lake. We chased the shouting windspray along, so to speak, and I was completely jazzed on how much fun, and how easy, that 19 year old airplane is. *** More than 550 have been built as an Experimental Category kit. By Oshkosh, Kerry hopes to have finished ASTM certification for the SeaRey LSX, which will be an S-LSA. *** Boating around on near-glass smooth water, chasing other seaplanes around, not to mention a duck or two (no birds were injured in the filming of this fantasy movie), and making several landings myself, were so doggone much fun and frankly so easy, and so bullet-proof, that I felt like I'd been flying the bird since I was hatched. *** Really, this has to be the easiest and most goof-proof airplane I've ever had the pleasure to fly...and that includes hang gliders, which in spite of all the media hysteria are as easy to master as a bicycle. *** I'll go into detail in my pilot report for the magazine, but here's a teaser: *** "Wanna see an accelerated stall?" Kerry asked. *** "Sure," I replied, silly me. *** He snap-rolled the airplane into a 60 degree bank (if not more), then racked the stick back all the way to the seats. Holy moley! I thought we'd do an accelerated stall and drop into the water not far below like a cormorant gone fishing. *** No way. The SeaRey held on as if we were on a roller coaster car on rails. *** Then Kerry got my attention by demonstrating a departure stall in the same Ramboesque manner. *** He pushed the throttle to full power then yanked the stick back hard, you guessed it, all the way to the seat again. We snapped up to at least a 70 degree angle, my stomach landed somewhere back by the (retracted) tailwheel... and the airplane just hung on, and hung on, and hung on... and never broke into a stall. "It may not be idiot proof, but it is pretty much goof proof," he said laconically. I just grinned like a fool. *** "Just out of curiosity, what's the load factor?" *** "Six g's positive, four negative." *** Landings are so easy. Takeoffs? We actually did one without touching the stick! Using rudder alone to keep things straight, we accelerated to about 60 mph and she popped off on her own. *** Add the SeaRey to the growing list of airplanes I'd buy tomorrow, if only I'd had an inheritance or a winning Lotto ticket.

Here’s a glancing blow at some products you might want to check out in depth: *** A cute new LSA named Viper SD-4 showed up, beautifully built (in Slovenia) and should be very attractive to anyone who likes the conventional approach of an all-metal airframe done in the traditional way — with a modern technological boost. *** The parent company, Tomark Aero, uses CAD design and CNC precision cutting methods. *** US distribution will be through Tomark Aero USA, located in Frisco, TX. *** Some specifications: • Wingspan 27′ 10 1/2 ” • Max weight 1,320 pounds • Cruise 108 knots • Max speed 120 knots • Stall 40 knots • Climb 1,280 fpm • Take-off run 525 feet • Landing run 722 feet *** Wild and Crazy in a Flying Boat: that’s what I’d title a short movie I’d make of my fun ride with Kerry Richter, designer of the SeaRey amphib, took me for a way-too-fun ride over, around, onto and off of a nearby lake.

Sebring Day 1: Cessna’s Skycatcher Update

By James Lawrence || January 21, 2011 Leave a Comment (Edit)

Garmin G300 display has this page that lets you do instant weight and balance calculations. Just input the values in the top of the screen, and the little dot tells you whether you're good to go... or not.

The Garmin G300 easily lets you input pilot and passenger weights and fuel quantity. If you're in the weight and balance limits, you instantly see the green dot, left. Too much weight in any category gives you a clear warning.

Cessna's Skycatcher program is really gaining traction. I had a fun chat with Julie Filucci, Mgr of Cessna Pilot Centers (an excellent formation stick too — she flew for my Cessna shoot a year ago). *** Matt Tutton, an Orlando Cessna dealer, and Bob Stangarone, Cessna's VP of Corp. Communications also weighed in the haps in Wichita. *** By the end of 2010, 30 Skycatchers had been delivered, mostly to flight schools across the U.S. *** "We expect to deliver 150 more by the end of this year," says Bob, "and more than that in 2012, although we don't have an exact number yet." *** Cessna's working tirelessly working away at that backlog that initially climbed to 1000 orders when the scratch-built LSA was first announced a few years back. *** Both Julie and Matt Tutton had recent long XC trips with the Skycatcher. Julie's reached out to Oshkosh from Wichita, while Matt's went southeast from Wichita to Orlando. *** "I did some low and slow flying," says Matt, "and it trims up so nicely; with half flaps I was loping along at 45 to 50 knots, going around and taking pictures. The visibility in the Skycatcher is incredible. Just keep a micro fiber cloth with you to keep the window clean for photos and most of the time reflections aren't a problem." I'd imagine that high wing helps a lot too. *** "With the Garmin G300 on board," Julie said as she demonstrated a really cool feature of the proprietary EFIS (based on Garmin's terrific 696, 7" display), "you've got everything you need: Airport Information Manuals, weight and balance automatic calculator and a lot more." *** Weight and balance can be tricky with LSA due to the upper weight limit of the category. *** "With the G300's calculator, feature" says Julie, "two heavy passengers can automatically dial in the numbers and instantly see whether they're in the box (see photos below)." *** Since useful load on the Skycatcher is listed at 490 lbs. and can be less than that with options such as wheelpants, a second MFD etc., keeping track of weight is important. *** "Most training operations are an hour to an hour and a half though," said Bob, "so even with two heavy pilots, they can carry enough fuel for at least a couple hours plus reserve." *** Perhaps the biggest weight factor in Skycatcher orders has been the optional airframe parachute. *** "No one's ordered one yet," Bob said. "It adds 38 lbs. As a former flight instructor, I prefer students not have that ease of getting out of a tough situation; sometimes you need to sweat your way out of it. That’s the logic I think why there have been no takers so far." *** He adds that the system can add extra peace of mind, especially for spouses. My argument in favor of 'chutes continues to be that there is likely to be no pilot skill-centric option after a bird strike, pilot incapacitation or mid-air collision. *** Which makes the upper weight limit of the LSA category problematical. I wish there was a weight allowance for parachutes, just as there is for water operation equipment (raises the limit from 1320 lbs. to 1430 lbs.) Surely FAA and ASTM aren't saying water operations are more important than survival after a major mishap. *** Julie also filled me in on the soon-to-be-released Sport Pilot training course, currently available through Cessna Pilot Centers and translating to an online course. The new course, due to be finalized within the next couple months, has tons of video shot by the King School. *** "John and Martha King show students exactly what procedures look like from the cockpit point of view. They had the airplane for three months for filming. The program, based on the FITS training principles, gives you a feel for what you’ll do before you even go out to airport." *** I'll go through the program once it's released and do a story on it.

Cessna’s Skycatcher program is really gaining traction. I had a fun chat with Julie Filucci, Mgr of Cessna Pilot Centers (an excellent formation stick too — she flew for my Cessna shoot a year ago). *** Matt Tutton, an Orlando Cessna dealer, and Bob Stangarone, Cessna’s VP of Corp. Communications also weighed in the haps in Wichita. *** By the end of 2010, 30 Skycatchers had been delivered, mostly to flight schools across the U.S. *** “We expect to deliver 150 more by the end of this year,” says Bob, “and more than that in 2012, although we don’t have an exact number yet.” *** Cessna’s working tirelessly working away at that backlog that initially climbed to 1000 orders when the scratch-built LSA was first announced a few years back. *** Both Julie and Matt Tutton had recent long XC trips with the Skycatcher. Julie’s reached out to Oshkosh from Wichita, while Matt’s went southeast from Wichita to Orlando.

A Day In The Office

By James Lawrence || January 20, 2011 Leave a Comment (Edit)

"...through footless halls of air..."

Hard at work: Jim Lee, left, and me

Ready for sky: Phoenix with the long wing extensions.

Climb over 1000 fpm at 57 knots

A beautiful Rotax 912 ULS (100hp) installation

Wonderful aerodynamic lines and just plain beautiful.

Nothing like getting some air. *** Thanks to Jim Lee of Phoenix Air USA, I finally had my desire: Jim and I flew the fabulous new Phoenix LSA motorglider, with both wingtips (max span: 49 feet!) out of his home base at Melbourne International Airport, Florida, and I have to say simply this: it cured my winter blues.Or to paraphrase Renée Zellwegger, "Shut up. Just shut up. You had me at liftoff." *** To say the Phoenix lives up to its advance billing is understatement, plain and simple: it's a wonderful airplane for anybody who desires to have friendly Light-Sport handling (2 second roll rate, 45° to 45°), wonderful engine-off soaring performance (200 fpm sink rate), excellent and comfortable XC cruise (100 knots at 75%), comfortable, semi-reclined seats, great visibility with the sleek bubble canopy and forward rake of the cowl, beautiful lines, wonderful engine package... need I go on?I'll let the pix do the talking for now. Expect my flight report in Plane & Pilot magazine soon. *** Tomorrow... Sebring 2011 Light-Sport Expo! *** Stay tuned for my daily reports. The rumors be flyin' about lots of exciting new developments in what we all hope is a move-up year for the economy, and the aviation industry.

Nothing like getting some air. *** Thanks to Jim Lee of Phoenix Air USA, I finally had my desire: Jim and I flew the fabulous new Phoenix LSA motorglider, with both wingtips (max span: 49 feet!) out of his home base at Melbourne International Airport, Florida, and I have to say simply this: it cured my winter blues.Or to paraphrase Renée Zellwegger, “Shut up. Just shut up. You had me at liftoff.” *** To say the Phoenix lives up to its advance billing is understatement, plain and simple: it’s a wonderful airplane for anybody who desires to have friendly Light-Sport handling (2 second roll rate, 45° to 45°), wonderful engine-off soaring performance (200 fpm sink rate), excellent and comfortable XC cruise (100 knots at 75%), comfortable, semi-reclined seats, great visibility with the sleek bubble canopy and forward rake of the cowl, beautiful lines, wonderful engine package… need I go on?I’ll let the pix do the talking for now.

Piper Tells PiperSport Maker: “CzechMate!”

By James Lawrence || January 12, 2011 Leave a Comment (Edit)

In a tersely worded and OMG-style announcement, Piper Aircraft today said today it "will terminate its business relationship with Czech Republic-based Czech Sport Aircraft to market that company’s Light Sport Aircraft, citing differences in business philosophies." *** Piper's CEO Geoffrey Berger said, “After a year working with Czech Sport Aircraft, Piper determined that it is in our company’s best long-term interests to discontinue the business relationship...Clearly, the company (i.e. Piper) has a different business perspective and approach to the market than Czech Sport Aircraft,” he added. *** Piper excited the LSA world with its announcement last year, when helmed by former CEO Kevin Gould, that it would virtually take over rebadging, and upgrading, the popular but problem-plagued Czech Sport Aircraft SportCruiser, a beautiful and popular aircraft. *** “We at Piper have a close affinity with this emerging segment of the marketplace," Berger continued, "and we have great expectations for the LSA industry. The LSA we were distributing is a good one and we encourage aviation enthusiasts to continue their support of this segment of the market,” Berger added. *** “We certainly understand the implications of this development in the Light Sport Aircraft segment and do not take this action carelessly,” he said *** No word (of course) whether Piper will get back into the LSA segment any time soon...they were pretty secretive about it the first time around. *** I called and spoke with Jackie Carlon of Piper, who dispelled my two initial surmises: *** That Czech Sport Aircraft couldn't produce in quantity and/or quality, or that the program, brought onboard by Kevin Gould, who was a real mover in repopulating the low-performance end of the Piper Aircraft legacy, was a casualty of his departing the company last year. *** No, and no, says Jackie. *** "Piper made the decision to terminate our master distributor agreement," she just told me. "We were happy with the aircraft, and it was doing very well in the marketplace. Piper and the distributors were very pleased with the quality. At the end, it was truly a fundamental difference in philosophy. Now, we'll be focusing on managing the transition process, establishing a plan on how to best do that." *** When I asked her if killing the program was a change in strategy reflected by the departure of Mr. Gould, she said "Absolutely not, we remain committed to the light end of the spectrum, such as our Archer which just celebrated its 50th anniversary, and our trainers." *** "Piper supports the LSA marketplace; it's a good market, with a lot of potential, and we remain very enthusiastic about it." *** In other words, she wasn't at liberty to say anything more at this time. *** I'll do more digging on this. If you have a great airplane, which the PiperSport/SportCruiser is, and quality control and delivery weren't the problem (so far as we know now), and it's selling well, then the mystery only deepens. *** More news as I can dig it up. *** But wow, what a shocker...and what a potential morale blow to the industry as a whole.

In a tersely worded and OMG-style announcement, Piper Aircraft today said today it “will terminate its business relationship with Czech Republic-based Czech Sport Aircraft to market that company’s Light Sport Aircraft, citing differences in business philosophies.” *** Piper’s CEO Geoffrey Berger said, “After a year working with Czech Sport Aircraft, Piper determined that it is in our company’s best long-term interests to discontinue the business relationship…Clearly, the company (i.e. Piper) has a different business perspective and approach to the market than Czech Sport Aircraft,” he added. *** Piper excited the LSA world with its announcement last year, when helmed by former CEO Kevin Gould, that it would virtually take over rebadging, and upgrading, the popular but problem-plagued Czech Sport Aircraft SportCruiser, a beautiful and popular aircraft. *** “We at Piper have a close affinity with this emerging segment of the marketplace,” Berger continued, “and we have great expectations for the LSA industry.

The Zen of Cub

By James Lawrence || January 7, 2011 Leave a Comment (Edit)

just after hand-propping: photo courtesy Michael Bradford

Seems everybody who's done any kind of flying has a J3 Cub lurking somewhere in their psyche.A most evocative rendering of the mystique of flight in a Cub comes in the form of a poetic blog by Michael Bradford, a long time hang glider, ultralight and light plane pilot. *** I wrote for a publication, Glider Rider (now Light Sport and Ultralight Flying), that he edited for years and we hadn't talked in some time. My loss. *** Now, as self-described "recovering smartass" and software writer, Michael keeps his feet in the hang gliding harness boot and can be counted on for eclectic, highly original takes on 'most everything. *** But don't take my word for it: check out his blog. *** He calls himself "Lazarus Nobody." The blog's titled: Nobody's Flying Service: Making People Nervous since 1951. *** I bet, like me, you will nod and smile as you read through his excellent take on what it means to fly. I plan to read it over on a regular basis.

Seems everybody who’s done any kind of flying has a J3 Cub lurking somewhere in their psyche.A most evocative rendering of the mystique of flight in a Cub comes in the form of a poetic blog by Michael Bradford, a long time hang glider, ultralight and light plane pilot. *** I wrote for a publication, Glider Rider (now Light Sport and Ultralight Flying), that he edited for years and we hadn’t talked in some time. My loss. *** Now, as self-described “recovering smartass” and software writer, Michael keeps his feet in the hang gliding harness boot and can be counted on for eclectic, highly original takes on ‘most everything. *** But don’t take my word for it: check out his blog. *** He calls himself “Lazarus Nobody.” The blog’s titled: Nobody’s Flying Service: Making People Nervous since 1951. *** I bet, like me, you will nod and smile as you read through his excellent take on what it means to fly.

FAA Take 2: Gliders Can “Feather”

By James Lawrence || January 4, 2011 Leave a Comment (Edit)

In a related note to yesterday's post on possible changes to the 3rd class medical requirement for Private Pilots, FAA proposes new wording re the "auto-feathering" description for LSA powered gliders. *** The official description simply removes the word "auto" from the term "autofeathering." It's more of a semantic rather than practical change, updated to reflect actual hardware modes already out there. *** In effect, the amendment embraces both manual and autofeathering operations for powered LSA gliders. *** Anyone who wants to comment can go to the link above until Feb. 2, 2011. The final rule becomes official on March 4, 2011.

In a related note to yesterday’s post on possible changes to the 3rd class medical requirement for Private Pilots, FAA proposes new wording re the “auto-feathering” description for LSA powered gliders. *** The official description simply removes the word “auto” from the term “autofeathering.” It’s more of a semantic rather than practical change, updated to reflect actual hardware modes already out there. *** In effect, the amendment embraces both manual and autofeathering operations for powered LSA gliders. *** Anyone who wants to comment can go to the link above until Feb. 2, 2011. The final rule becomes official on March 4, 2011.

FAA Medical To Go Bye-Bye?

By James Lawrence || January 3, 2011 Leave a Comment (Edit)

There've been some rumblings recently that the FAA is unofficially taking a look at the private medical requirement for pilot licensing. *** Janice Wood, writing for General Aviation News, cites the efforts of an airport owner/operator, David Wartofsky, to petition the Secretary of Transportation to replace the FAA's 3rd class medical with a driver's license for private aircraft weighing under 6,000 lbs. *** Mr. Wartofsky makes some salient points, and calls the eventual loss of 3rd class medicals that all pilots face as "the greatest threat to aircraft ownership". *** I've never thought there'd be a snowball's chance in a blast furnace of the medical being removed, but there are compelling reasons to do just that — or amend the current rule to conform with the lesser medical requirement of a state driver's license, such as requiring vision-corrective glasses when flying. How many drivers in 4,000 pound cars who barely passed their driver's license requirements whizz by you head-on at a closing speed of 120 mph? *** Some of the downsides of the 3rd class medical: • High costs to manage the system • Overkill on the 3rd class requirements for physical health, which are equivalent to those required for a Commercial Driver's License... while a light plane is equivalent in its potential crash impact to a passenger car; • Statistics show that barely 1% of all general aviation accidents are medically related. Light-Sport statistics, since the rule came into effect in 2004, reflect the same ratio of medical to all other causes of aviation mishaps, which supports Wartofsky's contention that a 3rd class medical is no more necessary for light planes than for LSA. Another point on the LSA side of the equation: many owners are baby boomers who fly LSA rather than run the risk of losing their 3rd class medicals. *** Wartofsky's petition, which you can view and sign, was published by DOT as required by law... and then buried by a comment period open until 2099! Sneaky sneaky, DOT! *** Pilots can get involved by adding comments to the petition and contacting their representatives in the House and Senate to support the petition. *** As Wood states, the objective is to force a full re-evaluation of the need for a 3rd class medical through a NPRM (Notice of Proposed Rulemaking).

There’ve been some rumblings recently that the FAA is unofficially taking a look at the private medical requirement for pilot licensing. *** Janice Wood, writing for General Aviation News, cites the efforts of an airport owner/operator, David Wartofsky, to petition the Secretary of Transportation to replace the FAA’s 3rd class medical with a driver’s license for private aircraft weighing under 6,000 lbs. *** Mr. Wartofsky makes some salient points, and calls the eventual loss of 3rd class medicals that all pilots face as “the greatest threat to aircraft ownership”. *** I’ve never thought there’d be a snowball’s chance in a blast furnace of the medical being removed, but there are compelling reasons to do just that — or amend the current rule to conform with the lesser medical requirement of a state driver’s license, such as requiring vision-corrective glasses when flying. How many drivers in 4,000 pound cars who barely passed their driver’s license requirements whizz by you head-on at a closing speed of 120 mph?

Fire Fighting LSA

By James Lawrence || December 29, 2010 Leave a Comment (Edit)

Sebring Aviation's John Hurst (L) congratulates Hugo Cobo and his team after on-site training was completed.

The LSA movement may have struggled along with the rest of civilian aviation over the last three years. *** Still, there's no stopping folks who see how useful Light-Sport Aircraft can be for work at a lower cost than traditional aircraft. *** Overall U.S. LSA sales leader Flight Design (1,500 now flying worldwide) just told us about a fire fighting department (situated at 8,300 feet MSL) in the Andes mountains of Ecuador that is using a CTLS as an aerial support unit. *** John Hurst and Jeremy Endsley of Sebring Aviation went to the South American country to assist the Basin Fire Department at Mariscal La Mar Airport. *** Hurst and Endsley trained fire department employees in the assembly, maintenance, and flight training of the CTLS. *** The group operating the LSA is called the Air Volunteer Fire Department of Basin. *** Hugo Cobo, the head of the department, said: "Using the CTLS... our Fire Department has an effective tool to help in search functions, recognition and support of ground operations by providing a better service to the community of Cuenca." *** Mr. Cobo adds, "The decision to buy the CTLS was made after studying different information of other aircraft manufacturers including experimental, LSA and other general aviation (aircraft). The CTLS was the only aircraft that meets the safety operation and performance requirements for the Fire Department." *** Low cost ops and training were important factors in his final decision. *** The CTLS is the first and the only aircraft used in all Fire Department operations, including search and ground operations support. *** Cobo estimates average monthly flight hours will be around 25, with greater use expected during wildfire season. *** The department's pilots received five hours of training at Sebring and another five hours in Ecuador. *** This one aircraft will not only provide quick response and accurate surveillance during emergencies but will also be used as a kind of LSA showcase of the aircraft's usefulness to other fire departments in the region. *** Typical mission profile, even given the 8,300 foot altitude at takeoff, will not limit flying top only one person due to the CTLS performance, which includes a climb rate above 1,000 fpm at sea level and a top cruise of 120 knots. *** Following this post, you can view a couple videos of the Ecuadorian operation. *** Take off — notice how the high altitude and thin air make for a long takeoff roll... wonder what the density altitude was? — *** And landing...

The LSA movement may have struggled along with the rest of civilian aviation over the last three years. *** Still, there’s no stopping folks who see how useful Light-Sport Aircraft can be for work at a lower cost than traditional aircraft. *** Overall U.S. LSA sales leader Flight Design (1,500 now flying worldwide) just told us about a fire fighting department (situated at 8,300 feet MSL) in the Andes mountains of Ecuador that is using a CTLS as an aerial support unit. *** John Hurst and Jeremy Endsley of Sebring Aviation went to the South American country to assist the Basin Fire Department at Mariscal La Mar Airport. *** Hurst and Endsley trained fire department employees in the assembly, maintenance, and flight training of the CTLS. *** The group operating the LSA is called the Air Volunteer Fire Department of Basin.

A Bright New Year!

By James Lawrence || December 28, 2010 Leave a Comment (Edit)

To our readers and all Light Sport pilots and dreamers, we thank you for your enthusiasm and support in this year of both challenges and triumphs. *** The dream is alive, and all of us together will carry it forward this year. *** Merry Christmas and a Happy New Year to one and all! *** ~ Jim Lawrence

Maverick Goes Mega-Viral!

By James Lawrence || December 17, 2010 Leave a Comment (Edit)

The dark horse, literally, to claim the Flying Car throne is the all-black I-Tec LSA-certified Maverick Sport. *** We've talked about it here a lot, and now the "airable" dune buggy seems to really be catching on with the public. *** I-Tec turned the flying car concept design on its head by designing a lightweight off-road car first: the ability to fly it was always the 2nd priority in the design phase. *** The result is a lightweight, off-road-sturdy, flying car that will — and this is straight from I-Tec's Steve Saint -- accelerate from 0-60 mph in 3.9 seconds. *** Holy flying Jaguar XKE, Batman! *** To prove it's road chops, Steve and the I-Tec crew drove it 1,500 miles to Oshkosh last summer with the paraglider-like wing tucked into its roof pouch. *** In a preview of the 18-hour days they would face while swamped by a fascinated public at Airventure, the crew never made a fuel stop en route that took less than an hour -- everybody had to know everything about the Maverick. *** Production, which can now go forward since Maverick has gained SLSA status, is scheduled to begin by AirVenture 2011. There would seem to be no shortage of orders to address the cost of tooling up, either... manna from heaven that most LSA manufacturers wish would come their way. *** Now, EAA announces that its video, put together by Brady Lane from footage partially shot by I-Tec during its trek from Florida, has received more than 1 million hits! *** You can see the video and several more on the Maverick video page. Interested readers can see more photos. *** And you can view a CNN video. Yep, even the MSM (Main Stream Media) is in on the action. *** Is there a lesson here for airplane companies? I-Tec has proven that money spent innovating rather than big-splash marketing can payoff in a more reasonable cost ($89,000 for the Maverick), and people will still beat a path to your door. *** I'm hoping to fly it next month around the Sebring LSA Expo. *** Here are a few more details: *** speed 0-60 mph in 3.9 seconds (just had to say that again)top speed above 95 mph (they haven't driven it any faster but it's got plenty muscle left) the 27 foot high structural mast keeps the ram air wing off the ground and helps with crosswindsmast also good for multiple takeoffs and landingsDual Drive System with one engine and two drive systems is patentedprop drive will also be ideal for water (on pontoons, like a swamp boat) and ice/snow (skis?)in-flight operations in the 40 mph rangeMiles per gallon: 25-30 highway. And it burns car gas, not $5/gal avgas.landings and takeoffs in football field length...with enough altitude to clear the goal posts!created to support I-Tec's mission to help people in roadless remote and jungle habitats, where raw survival can literally depend on the ability to fly.FAA classifies Maverick as a Powered Parachute Itec has tested early prototypes in African and South American frontiersSteve Saint likes to tell the oglers, "If you can drive a car with an automatic transmission, you can fly this." *** Of course, it requires full Sport Pilot training, but I'm eager to see just how easy it is to fly — and drive. *** The company may subcontract the commercial side of Maverick production. *** "We hope to get the cost down," says Steve, "to better serve the humanity missions market: that's our primary goal."

The dark horse, literally, to claim the Flying Car throne is the all-black I-Tec LSA-certified Maverick Sport. *** We’ve talked about it here a lot, and now the “airable” dune buggy seems to really be catching on with the public. *** I-Tec turned the flying car concept design on its head by designing a lightweight off-road car first: the ability to fly it was always the 2nd priority in the design phase. *** The result is a lightweight, off-road-sturdy, flying car that will — and this is straight from I-Tec’s Steve Saint — accelerate from 0-60 mph in 3.9 seconds. *** Holy flying Jaguar XKE, Batman! *** To prove it’s road chops, Steve and the I-Tec crew drove it 1,500 miles to Oshkosh last summer with the paraglider-like wing tucked into its roof pouch. *** In a preview of the 18-hour days they would face while swamped by a fascinated public at Airventure, the crew never made a fuel stop en route that took less than an hour — everybody had to know everything about the Maverick.

Corbi Alto is #112 SLSA!

By James Lawrence || December 17, 2010 Leave a Comment (Edit)

In my post after last spring's EAA Sun 'n Fun convention in Lakeland, FL, I told you a bit about the Corbi Alto 100, a new, purpose-built SLSA (see List) that entrepreneurs Ron Corbi, a longtime figure in aviation, and Dan Coffey said should be done by the end of the year.

True to their word, I got an excited email from Ron today that read, "It's finally an SLSA!" Congratulations to all the crew at Corbi Air, an established aircraft sales outfit in Salem, OH that's been a family business for more than 50 years.

The Czech Republic-designed Direct Fly Alto was reworked by Ron and Dan to enhance what they called the aircraft's "maintainability," by including features like American-made brakes, bucked rivets replacing pop rivets, an electronic electrical system and a Dynon Skyview...all for $99,995. As you can see, the canopy slides forward for easy entry opening in flight. Lots more to share once we get a peak in January.

In my post after last spring’s EAA Sun ‘n Fun convention in Lakeland, FL, I told you a bit about the Corbi Alto 100, a new, purpose-built SLSA (see List) that entrepreneurs Ron Corbi, a longtime figure in aviation, and Dan Coffey said should be done by the end of the year. True to their word, I got an excited email from Ron today that read, “It’s finally an SLSA!” Congratulations to all the crew at Corbi Air, an established aircraft sales outfit in Salem, OH that’s been a family business for more than 50 years. The Czech Republic-designed Direct Fly Alto was reworked by Ron and Dan to enhance what they called the aircraft’s “maintainability,” by including features like American-made brakes, bucked rivets replacing pop rivets, an electronic electrical system and a Dynon Skyview…all for $99,995. As you can see, the canopy slides forward for easy entry opening in flight.

Propsam and Then Some

By James Lawrence || December 14, 2010 Leave a Comment (Edit)

Doug Stewart

Photo courtesy Jabiru USA

Photo courtesy Breezer Aircraft

Photo courtesy Second Chantz

Time to pick up a few notable quotables from the world of LSA. *** Winter is alas now upon us — here in upstate NY, temps in the week ahead will never crack 30. *** So what better way, fellow propheads, than to scan the skies for things to think about as we don our 'kerchiefs and caps for our long winter's nap?Life on the Home Front: Doug Stewart, 2004's CFI of the year, has donated his time to give an underprivileged young man some free flight lessons in a (pre-PiperSport) SportCruiser. Good on yer, sir! And not a bad way to be introduced to flight either, eh? *** Downside of the story is a landing accident involved a renter of that very same ship: The nosegear collapsed, totaling the airplane! Bummer... but it was insured and nobody was seriously hurt, sez Doug. *** *** He's a Real Everywhere Man: Our good friend and Light Sport virtuoso Dan Johnson has been a busy boy lately, fleeing the advancing snowflakes of his longtime Minnesota home with bride Randee to take up fulltime snowbird status at none other than Spruce Creek aviation community: lucky dawg.Hardworking Dan also did an excellent writeup on a lovely Rans S-19 we saw at the Midwest LSA Expo. Neither of us recognized the airplane at first due to cowl mods to wrap the custom Jabiru engine power. *** It's in the latest issue of Light Sport and Ultralight Flying, published by another good friend Tracy Knauss, whom I first met as a contributor to his Glider Rider magazine (for hang glider drivers), back at the dawn of time. Tracy, a man of many talents and master of them all, puts out a very nice book that sport pilots should check out, especially if you're also interested in ultralight flying. *** Back to Dan: This guy's everywhere! He also just completed the first organized international flight of a group of LSA to the Bahamas (Plane & Pilot Publisher Mike McMann went on that trip — I couldn't make it, boo hoo), and Dan also wrote a nice piece for GA News on Able Flight, a volunteer org that helps disabled folks get air time. *** Mike Zidziunias of Breezer Aircraft helped put the whole Bahamas thing together and it was a big success.Second Second Chantz: Another old friend and longtime light-flight expert, John Dunham, is going strong again with his Second Chantz ballistic recovery system company. Rather than rehash John's checkerboard career and latest entrepreneurial endeavor, it's all at the link above. *** Check it out: John's company has produced more than 4,000 chutes and he's back in the game running the company after selling it some years ago.

Electric Waiex Makes Maiden Flight

By James Lawrence || December 5, 2010 Leave a Comment (Edit)

John Monnett, left, and son Jeremy after 1st flight

Followers of these exciting pioneering days of electric-powered aircraft will be happy to know the all-electric Waiex just made its maiden flight at Wittman Field, home of Oshkosh Airventure — and Sonex Aircraft. *** John Monnett, head honcho of Sonex, which built the proof-of-concept version of its Waiex kit aircraft as part of its E-Flight Initiative, took the controls for the flight, tasked primarily with breaking out of ground effect to analyze in-flight system performance. *** After landing, John said, "Whew. It's different! Lot of power." *** The program started four years ago, and involves the airplane and Sonex's development of its own proprietary motor, battery and speed controller — all vital parts of electric propulsion technology.Jeremy Monnett, John's son and CEO/General Manager of Sonex, said the company will test the aircraft over the next several months and has already begun design work on the fourth version of the motor and twelfth version of the motor controller, which will be integrated into the current Waiex test bed. *** Sonex has been building popular kit airplanes for decades, including Light Sport-legal designs. It also produces its own line of supporting aviation products including the AeroVee engine, which powers many of its designs. *** The standard Waiex kit was modified with an E-Flight 54kw brushless DC electric motor, E-Flight electronic motor controller, 14.5kw-hr lithium polymer battery system, E-Flight battery management system, and E-Flight cockpit instrumentation and controls. *** You can keep track of the E-Flight design team’s progress here. For a video of the historic flight (these are the Wright Brothers days of e-flight, after all), scroll down the page here.

I Rise, Cried the Phoenix

By James Lawrence || December 2, 2010 Leave a Comment (Edit)

All photos courtesy Jim Lee of Phoenix Air USA

Looking out the window at falling snow (and it's only November 8th... Bah!), back from a two week vacation to Europe and Turkey, and mired in writing a big LSA buyer's guide for Plane & Pilot mag, I've only got a few minutes to splash up some photos of what to me is a big event: the ASTM certification as an SLSA of the Phoenix motorglider! *** See Dan Johnson's post below where you can follow his links to Jim Lee's sites for more info on the exciting news we've been waiting for some time to hear. *** The Phoenix is the more-than-worthy "sequel" [by another, unrelated company] to the Lambada SLSA motorglider that turned a lot of pilots on (including me and Dan). When two breakups last year clouded its future, a lot of us were glad to hear from Jim that the Phoenix was waiting in the wings to take its place. *** So congratulations Jim, glad to see it's a happening thing. *** He just completed a recent cross country trip and posted some beautiful shots on the soaring and motoring high above my old stompin' grounds in the Sierra Nevada Range of California... read all about it for an up close and personal account on Jim's blog. *** And even if you're in a better clime than I, don't feel bad about my snowboundedness. I'll be in sunny Florida in January hoping to fly the gorgeous Phoenix at the Sebring Sport Aviation Expo. *** Mark your calendars and start searching for accommodations: it's Jan. 20-23, 2011.

Looking out the window at falling snow (and it’s only November 8th… Bah!), back from a two week vacation to Europe and Turkey, and mired in writing a big LSA buyer’s guide for Plane & Pilot mag, I’ve only got a few minutes to splash up some photos of what to me is a big event: the ASTM certification as an SLSA of the Phoenix motorglider! *** See Dan Johnson’s post below where you can follow his links to Jim Lee’s sites for more info on the exciting news we’ve been waiting for some time to hear. *** The Phoenix is the more-than-worthy “sequel” [by another, unrelated company] to the Lambada SLSA motorglider that turned a lot of pilots on (including me and Dan). When two breakups last year clouded its future, a lot of us were glad to hear from Jim that the Phoenix was waiting in the wings to take its place.

Final 2010 Market Report

By James Lawrence || December 1, 2010 Leave a Comment (Edit)

Graphic courtesy ByDanJohnson.com

Dan Johnson’s periodic LSA market share report (compiled by Jan Fridrich of the Czech LAA) reveals some interesting trends. *** For those who haven't seen these snapshots of the U.S. LSA market before, Dan focuses on FAA registrations, not sales quotes from manufacturers. While this indicator may lag sales figures, over time it gives a more accurate view of who's actually delivering airplanes to customers. *** The not-surprising but important highlight has to be Piper's shot in the arm to overall LSA production. *** The venerable company registered 43 airplanes this year (24% of all registrations!) and will no doubt be stronger in 2011 as sales continue to mount for its sexy PiperSport. *** CubCrafters really surged this year with 37 registrations, a 20% market share, on the strength of its 180hp-powered Carbon Cub SS. My local field has one, and it's quite a performer. *** In my recent post I mentioned Cessna's surge now that production at the China factory is in full swing. A total 29 Skycatchers (16% of all registrations) went out this year: Cessna expects to ship 150-plus next year. *** The market leaders, including Flight Design and American Legend are hanging in there, and newcomer Jabiru/Arion with its new Lightning was a big hit with 9 registrations for the year. *** Sleepers to watch include Sportair USA's Sirius (4), Aerotrek (4), Skykits Savannah (4), FPNA A-20 (3), and 3Xtrim Navigator 600 (2). *** Dan parses the numbers and projects, to end of 2010, a further slide of 4% over 2009, which was nobody's favorite year. *** But with the economy slowly expanding again, a lot of folks are reading the tea leaves and hoping for a much stronger 2011. Let's all keep drinking that happy tea.

Dan Johnson’s periodic LSA market share report (compiled by Jan Fridrich of the Czech LAA) reveals some interesting trends. *** For those who haven’t seen these snapshots of the U.S. LSA market before, Dan focuses on FAA registrations, not sales quotes from manufacturers. While this indicator may lag sales figures, over time it gives a more accurate view of who’s actually delivering airplanes to customers. *** The not-surprising but important highlight has to be Piper’s shot in the arm to overall LSA production. *** The venerable company registered 43 airplanes this year (24% of all registrations!) and will no doubt be stronger in 2011 as sales continue to mount for its sexy PiperSport. *** CubCrafters really surged this year with 37 registrations, a 20% market share, on the strength of its 180hp-powered Carbon Cub SS. My local field has one, and it’s quite a performer.

The Airport Kid

By James Lawrence || November 30, 2010 Leave a Comment (Edit)

Joe Solan, right, giving local CFI John Lampson a ride

Richard Solan, co-owner of GBR, American Airlines top gun...and Joe's dad.

On those weekends that I'm hanging out at my newly adopted country airport of Great Barrington, MA (GBR), I always look forward to seeing young Joe Solan. *** Joe's 12...going on 28, as someone at the airport affectionately quipped. *** Joe is one great kid, the kind I sometimes wish I'd been more like when I was his age. *** When we first greet, whether he's dutifully dragging a heavy gas pump hose that weighs half what he does, answering the airport office phone or hunting up a charged handheld battery, he'll flash a friendly smile, say "Hi!", and stick out his hand like the straight-up little man he is. *** He's growing up at the airport, mentored in running the business and mentored in life by his dad Rick, a co-owner of the airport with lots of great ideas for growing its prosperity. *** Rick's also the guy who keeps American Airlines 777 drivers on the straight and narrow as a top-level inspector pilot. *** I wrote a column recently for Plane & Pilot about GBR, extolling the charms, which are manifest, of this wonderful throwback to a kinder aviation era. *** It's melange of hangar styles, tied-down airplanes and acres of grass, surrounded by the bucolic Berkshire Hills farmland of western Mass., inspires flights of poetic as well as winged fantasy throughout the year. *** The 2600' paved runway has a grass strip right next to it, and there's another short-field strip at an angle alongside the triangle of tall corn that grows in the summer. *** The recently repaired asphalt is long enough to let fast singles and some light twins in, but short enough, with the very tall trees at the west end of the runway, to inspire routine vigilance and Plan B thinking ahead on takeoff or landing.Back to Joe: he's one of those genuine kids you like immediately. He doesn't come off entitled or overindulged, has an adult-like work ethic, and like GBR, is a throwback himself to an earlier time when kids were eager to help out any way they could and took no small measure of quiet pride in doing so. *** Oh, he gets to be a kid too, flying electric-powered RC models on the far side of the airport, or roaring by in the very cool Quantum Go Kart his dad just bought for him. *** Mostly though you'll see him holding the unicom station mic to give radio checks or wind and weather updates, gassing up planes and running errands. *** Last weekend was a classic late fall day in New England. Clear and crisp, in the low '40s, no winds to speak of: the kind of flying day you just don't pass up if you can help it. *** Sure enough, lots of folks and airplanes were out. Pilots and friends shot landings and swapped tall tales over doughnuts and coffee or munching down a tangerine from the wooden crate Rick always has on hand in the office/"clubhouse". *** I was eager to go flying but leery of hand-propping the cold J3 engine without some assistance — and everybody else was busy. *** "I can do it," offered Joe, confidently grabbing his parka and waving me to the door. *** Outside, he offered me the right seat in his go kart. Of course it was less than a minute's walk to the Cub, but no way was I going to pass up a chance to share that ride. *** We shot across the ramp and onto the grass, moved some planes around and rolled out the J3. I put on some gloves against the chill and Joe hopped into the front seat. *** "Switch off," he called out, somewhat dwarfed by the big cockpit but not intimidated one bit. *** "Switch off," I said back. *** "Throttle cracked," he said. *** "Roger that." *** "Brakes on," he cried, all 100 lbs. of him applied directly to the little heel pedals to keep me safe in case the Cub surged forward. *** I gave the prop hub a good tug: didn't budge an inch. That's my Little Big Man. *** It's not every day you trust your life to a 12 year old future pilot. *** But Joe's not your typical 12 year old. *** As Les, one of the local pilots, quipped, "This is a kid who will go far, whatever he sets his sights on." *** The engine flooded a couple times, but Joe hung in there, giving me suggestions, offering advice (he's learned quite a lot already from Rick) and after 15 minutes, that cold-soaked 65-horse mill caught and came to life. *** Joe worked the throttle just right to keep her idling, waited until I climbed into the rear seat, then hopped out, waved and drove off in the kart to help someone else. *** It's less common for kids today to have the kind of experience Joe is having. Access to airports starts with an intimidating fence and a coded gate, the sad icons of a frightened age. *** But we can be happy there are kids like Joe Solan, and big kids like Rick Solan, who's favorite flying is in one of his J3s at the field where he learned to fly in the '70s. *** They both help keep us all young, and ever mindful to practice gratitude for the gift of flight.

On those weekends that I’m hanging out at my newly adopted country airport of Great Barrington, MA (GBR), I always look forward to seeing young Joe Solan. *** Joe’s 12…going on 28, as someone at the airport affectionately quipped. *** Joe is one great kid, the kind I sometimes wish I’d been more like when I was his age. *** When we first greet, whether he’s dutifully dragging a heavy gas pump hose that weighs half what he does, answering the airport office phone or hunting up a charged handheld battery, he’ll flash a friendly smile, say “Hi!”, and stick out his hand like the straight-up little man he is. *** He’s growing up at the airport, mentored in running the business and mentored in life by his dad Rick, a co-owner of the airport with lots of great ideas for growing its prosperity. *** Rick’s also the guy who keeps American Airlines 777 drivers on the straight and narrow as a top-level inspector pilot.