A-22 Archives - ByDanJohnson.com

Aeroprakt Ltd. A-22

Website: http://aeroprakt.kiev.ua

Email: air@prakt.kiev.ua

Phone: (380) 44-496-7721

Kiev, -- 03056 - Ukraine

U.S. Distributor is Aeroprakt USA

Website: http://www.aeropraktusa.com

Email: aeroprakt.usa@gmail.com

Phone: 901-356-5175

Somerville, TN 38068 - USA

Here’s Some Good News from Ukraine — LSA Manufacturer Aeroprakt Is Building Steadily

By Dan Johnson || August 24, 2023 4 Comments

Amazingly, it's not all bad. While heads of state send troops into harms way, most of a nation's citizenry merely attempts to live a normal life amid the chaos of war. Doing business and living your life while bomb warning sirens shriek is something most Americans can't grasp, thankfully.

Aeroprakt's winners: A-22 on left in blue and A-32 on right.

Aeroprakt, builder of the very successful A-22 and A-32 series of Special LSA, suffered directly when a missile hit their flying club building (report here, scroll to last video). Their main factory remains in the central city of Kyiv, where it has been for many years. I visited this location back in 2003 so they've been stable for more than 20 years. Their stability and determination to continue building and shipping quality aircraft as the war drags on is admirable. After an Oshkosh 2023 visit with former importer Dennis Long and present importer Andy Humphrey, I have some Aeroprakt news to report. For those who enjoy video, two appear at the bottom including a full-length Video Pilot Report on A-32.

Aeroprakt of Ukraine in 2023

I had to ask, even though I was worried about the answer: "How is Aeroprakt doing while the war rages?" It is reasonable to think Aeroprakt must be struggling to stay aloft when so many citizens are focused on defending their homeland. The glare of the world's spotlights during the turmoil is surely uncomfortable and unhelpful.

Yet, "They are back to ten aircraft per month," said Andy. "Their best-ever steady performance was 12 aircraft per month before Covid and then Russia's invasion. So, they are doing surprisingly well." I asked about supply line problems and while acknowledging many challenges, Andy indicated Aeroproakt is managing well enough. "They have to deal with power outages at times, shifting to generators to keep the machinery humming," he stated. He also noted Aeroprakt is shipping materials in and finished aircraft out of Poland, a country that has been very supportive of its Ukraine neighbor. Aeroprakt employs about 50 personnel and has remained steady throughout the last three years. Dennis Long added that Aeroprakt has now passed 1,500 airplanes manufactured. Many light aircraft builders would love to match that performance

After A-32's introduction five years ago, Aeroprakt has continued to upgrade A-22 even after the original was greatly streamlined to arrive at A-32. Because I've written about A-32 and A-22 in earlier articles, I'll skip a detailed description here and instead recommend this article or the videos below. One of A-22's newer changes included a third door (nearby image). While we are anticipating Mosaic LSA or mLSA to offer larger cabins in 2025 and beyond, today we have some spacious LSA like A-22 and A-32. The third door made using their larger cabin much easier.

After eight months of 2023, Andy's Heavenbound Aviation said sales are running about 50/50 between A-22 and A-32. The former, which has sold more than 1,000 units, has become popular with flight schools. They don't need the speed and sophistication of the A-32 and the prior model is attractively priced for flight schools or recreational pilots. "A-32 generates interest from its 115 knot cruise, 27-knot stall (great for shorter airfields) and its brisker climb," said Andy. "On the other hand, A-22 is more forgiving on landing as its flatter fuselage allows better slips and it doesn't retain energy as efficiently as the slicker A-32." No matter which model may catch your interest, Heavenbound is prepared. "We have all spare parts to service Aeroprakt's line in our Ohio facility," reported Andy. He also said that his enterprise enjoys a good relationship with the local FSDO (Flight Standards District Office) that approves Aeroprakt models as they arrive in the U.S. Heavenbound has long been an active flight training operation as well. "Today flight training is a busy activity for us. We have three CFIs offering flight instruction in two Aeroproakts and two Taylorcraft," clarified Andy. Though the Lordstown, Ohio outfit has as many students as they can handle, they always make room for a new Aeroprakt buyer. When I inquired, Andy said that "more [buyers] than you think" take instruction with their aircraft purchase, as many as half of them in recent years.

IFR Trainer

Heavenbound brought the first full-IFR-equipped A-32 to Oshkosh and it sold before the week finished. Since Aeroprakt has modest prices compared to many other LSA — A-22 is the price leader but even A-32 isn't bad — you may not be surprised to learn an IFR A-32 sells for $195,000.

An IFR-capable Aeroprakt A-32 fitted with Garmin G3X Touch, GTN 650, plus Garmin autopilot and all lighting.

Before you gripe about that price, remember a basic A-22 is far less. If you select the thoroughly redesigned A-32 with an expensive Garmin IFR suite of digital instruments, the cost will be much higher. You may not need all that. Surrounding the Garmin G3X Touch main screen, Heavenbound specified the GMA 24 audio panel, a GTN 650 for IFR operations offering GPS, nav/com, VOR, ILS, plus RNAV capabilities. Those who want some of this equipment but can operate more simply could save a bundle by choosing the Garmin 175 instead, Andy explained. The fully-equipped A-32 is ready for cloud penetration assuming the pilot has the credential (an IFR rating) and is current. Naturally, it is not approved for flight into known icing.

As you can see in the Video Pilot Report below, A-32 can have a central Y-stick but dual yokes is how A-22 was originally fitted. Note a bottle holder on the side of the panel which is built to allow generous forward-side visibility.

"A flight school or an individual can file IFR and do under-hood training operations," in the Special LSA model, Andy explained. If a customer wants to fly into IMC (Instrument Meteorological Conditions… "in the soup" if you prefer), then that pilot will need to change to ELSA status where paid flight instruction is no longer permitted, though that may not matter to many pilots. The IFR version is quite complete. "In addition to the panel instruments, our model comes with Garmin's autopilot and all the lighting you'd expect," finished Andy. It is wonderful to see Aeroprakt continuing to build their handsome, colorful aircraft even as their homeland is troubled. This demonstrates the will of pilots and builders to pursue their interest in flight, regardless of obstacles placed in their way.

ARTICLE LINKS:

Heavenbound Aviation, U.S. importer for Aeroprakt
Aeroprakt, the Ukraine manufacturer's website
Detailed descriptions of A-22 and A32, on the importer's website (in PDF form)

This 15-minute video provides a good description of the aircraft. Recorded at Midwest LSA Expo two years ago. If you are attending that event, Heavenbound Aviation will be present for closer examination and demo flights. https://youtu.be/CluUho2D3aU?si=HbrnEFQK_AKmddOU Also from two years ago, here is a full-length Video Pilot Report (36 minutes) with Dennis Long in Aeroprakt's A-32. https://youtu.be/vwDHjeWY7DU?si=1uyDFOI7-Ih46_o9

We are awash in bad news from Ukraine. Some is honest reporting of the extremely difficult circumstances for many in the war-racked nation. Yet media does not always grace itself, always finding the worst of the news to report in somber tones. Amazingly, it’s not all bad. While heads of state send troops into harms way, most of a nation’s citizenry merely attempts to live a normal life amid the chaos of war. Doing business and living your life while bomb warning sirens shriek is something most Americans can’t grasp, thankfully. Aeroprakt, builder of the very successful A-22 and A-32 series of Special LSA, suffered directly when a missile hit their flying club building (report here, scroll to last video). Their main factory remains in the central city of Kyiv, where it has been for many years. I visited this location back in 2003 so they’ve been stable for more than 20 years.

Aeroprakt and Aeros Continue Manufacturing Despite Senseless Destruction in Ukraine

By Dan Johnson || November 7, 2022 6 Comments

Aircraft like the Aeros ANT and many more are listed in the Part 103 List with many links to more information.

I am flooded with admiration for those airplane producers in Ukraine who have courageously continued even as bombs fall and missiles fly. I have visited three Ukraine producers (some years ago) and I can only try to imagine what they are experiencing today. In this article I want to shine a light on courageous efforts by regular Ukraine citizens to continue making aircraft that bring satisfaction to pilots in America and many other countries.

Aero Hang Gliders and Nanotrikes

As you'll hear in the first video below, I was told a compelling story about workers in Kyiv-based Aeros going to their factory pre-dawn, entering quietly, working with reduced lighting to be less conspicuous, and locking themselves in for the workday. Whatever the present-day facts, I cannot imagine many Americans being willing to go to work under such circumstances.

Still the Aeros team continues to build and deliver their flying machines, ranging from hang gliders to trikes to the Sky Ranger three-axis airplanes (long flight review from 2007). The Ukraine company has been building these for at least 20 years; I last visited in 2003. Aeros reported on their website, "In the last few years [we have seen] growing interest in lightweight trikes." The company employed the term "nanolight" because this tiny trike is extremely light compared with more conventional two-seat trikes.

In addition to hang gliders and trikes, Aeros has long built the three-axis Sky Ranger.

"These little ones attract pilots for being as portable as possible," said Aeros. A nanolight trike, they point out, can be folded up to fit in the back of many cars; the entire aircraft can be de-rigged and stored at home with minimum time and effort. ANT, or Aeros Nanolight Trike, is primarily aimed at those of us who like the idea of soaring a hang glider but don't live near mountains to launch from or simply desire a way to get aloft without needing the support of a launch team. "Some pilots choose nanolight trikes just to have an alternative on normally non-soaring days, others - to open up new soaring opportunities," explained Aeros.

ANT main gear look odd in this photo but they are manually folded out of the airflow to reduce drag while soaring.

Fulfilling the Aeros concept of maximum portability, ANT's main landing gear is manually retractable even in flight, to position the main gear out of the wind stream. A very experienced builder of both beginner and competition-grade hang gliders, Aeros has created the Discus T wing specifically for ANT. Discus T comes in two sizes, Discus 14T and Discus 15T, the number roughly relating to the square meter area of the wing. This is their best soaring choice for ANT.

Fox T is another wing for nanolight trikes, created for "those who want to feel the simplicity and real pleasure of bird-like flying," said Aeros. Fox T offers low and slow maneuverable flying. "Fox T has been developed from our beginner Fox glider and has been reinforced and adapted exclusively for flying with nanolight trikes," Aeros clarified. For experienced pilots wanting maximum performance, Aeros offers their Combat T, "a step higher in nanolight technology, designed for those who want to fly faster and farther." Besides the Polini or Vittorazi two-stroke engines adapted from the powered paraglider industry, Aeros offers a Bailey V5 four-stroke engine (article) to minimize maintenance costs and provide greater engine reliability. As an example, an ANT trike with a Discus T wing and a Bailey V5 at cruising speed consumes as little as two-thirds of one gallon of fuel per hour, offering incredible fun at minimal cost. "You can power fly ANT for more than three hours," probably using less less fuel than on your drive to the airport or airfield. I hope Aeros will be able to keep producing its flying machines throughout this time of war. It puts smiles on the faces of their customers while keeping their workers employed.

Aeroprakt Popular & Colorful

One of the most successful LSA in the U.S. market is also manufactured in central Ukraine.

When I visited this company many years ago, they were new in western markets. Fortunately for them, a wealthy Saudi Arab businessman and flying enthusiast helped bankroll the new company. On my visit, I saw an active operation with workers buzzing to build aircraft. However, they did so in a converted factory that was far from optimal. They made it work but they had ambitions for another facility.

The original A-22 model with its extensive acrylic viewpoints. That model has now been joined by the newer, smoother A-32.

I flew with principal designer, Yuri Yakovlev in an A-22 (image nearby) to a location where he planned to expand and improve their facility. The second video below shows the nice building that followed along with destruction it suffered from Russian artillery. Like Aeros, Dennis Long indicated Aeroprakt is continuing operations despite the scary conditions in their home country. Dennis handed off Aeroprakt importation to Andy Humphrey of Heavenbound Aviation. The company is active at all major airshows.

Flight Design CT and F-series

The most famous builder of LSA in Ukraine is the Germany company, Flight Design. Many years ago, company leader Matheus Betsch established a factory in Kherson (pronounced "HAIR-son"). Unless you've completed avoided the news you should recognize this name as one of the few areas Russia occupies in Ukraine.

Flight Design's new F2 about to land at the Midwest LSA Expo.

I visited this city in the south of Ukraine some years ago. In addition, many LSA pilots will recognize the name Tom Peghiny, the longtime importer of the CT series. Tom married his wife in Kherson and her family remains in this area. This has been an exceedingly difficult experience for them. While the leaders of countries have their aggressive ambitions, it is the ordinary citizens of those nations that have to bear the consequences.

A beautifully restored CTSW achieved by North American importer, Airtime Aviation.

Flight Design's Ukraine, German, and Czech teammates worked to shift production of CTs and the new F-series from Kherson to Šumperk in the Czech Republic. The market leader has already resumed shipments, a admirable accomplishment under the most trying and dangerous of circumstances. This post has no political message beyond hoping for peace but I felt it was worthwhile to show how bravely those people continue working to build the aircraft many American pilots enjoy. Here's wishing for better times for everyone in Ukraine's light aviation community.

ARTICLE LINKS:

Aeros manufacturer's website
Worldwide distributors for Aeros
Aeroprakt in the USA is represented by Heavenbound Aviation (website)
Flight Design in the USA, represented by Airtime Aviation
Article on Ukraine producers from March 2022 when Russia invaded, on this website
Article on my long-ago visit to Aeroprakt in Ukraine

Here's a brief look at the Aero ANT (Aeros Nanolight Trike) as seen as Oshkosh 2022. https://youtu.be/VYMozCLuxgQ "Following is a YouTube video from Plane Ukraine depicting the Russian destruction of Aeroprakt headquarters. The story of this destruction of one of the world's most innovative LSA companies needs an audience." —Forwarded by John Inglis Most of you won't understand the language in this video but words are not necessary to show how a beautiful facility created by Aeroprakt has been badly damaged by artillery strikes. What a shame… https://youtu.be/ZNih5CS1cmc

The following story is one that moved me and might affect you similarly. I consider all recreational aviators anywhere in the world as fellow flying enthusiasts. Maybe you do, too? Whatever we fly, pilots share a love of aviation, regardless of what language we speak or what currency we spend. I am flooded with admiration for those airplane producers in Ukraine who have courageously continued even as bombs fall and missiles fly. I have visited three Ukraine producers (some years ago) and I can only try to imagine what they are experiencing today. In this article I want to shine a light on courageous efforts by regular Ukraine citizens to continue making aircraft that bring satisfaction to pilots in America and many other countries. Aero Hang Gliders and Nanotrikes As you’ll hear in the first video below, I was told a compelling story about workers in Kyiv-based Aeros going to their factory pre-dawn, entering quietly, working with reduced lighting to be less conspicuous, and locking themselves in for the workday.

Excellent Bargain / Good Flyer — Aeroprakt A22

By Dan Johnson || August 31, 2016 4 Comments

Coming up NEXT WEEK! — September 8-9-10, 2016 — is the Midwest LSA Expo. I encourage you to make plans now to attend at least one of the days the event runs. Based on past years, a good number of aircraft will be available. Speaking to their representatives and taking a demo flight is as easy as it gets at any airshow. More info: Midwest LSA Expo.

A22 Importer Dennis Long said that people refer to his Aeroprakt side-by-side two seater as "the see-through airplane." Certainly, this Light-Sport Aircraft has more clear plastic in its cockpit covering than any other LSA. It's no surprise that this entry has some of the best visibility you can find in any aircraft. What you may not see while you're looking through it is the size. A22 has a cabin about 50 inches wide making it one of the roomiest models available.

Yet the one factor most folks discover is the attractive price, starting at $79,900 for a ready-to-fly Special LSA. So often I hear pilots lament that Light-Sport Aircraft were supposed to be less expensive, meaning affordable by a greater share of the population. At 80 Grand, this is still a fairly costly purchase for many potential buyers, at least when compared to an automobile: the average price of a new car is presently about $33,000 according to the Wall Street Journal. However, cars are made in production runs of literally hundreds of thousands where all the airplanes flying anywhere in the world don't add up to the number of Toyota Camry cars built in a single year. Proving the point, Toyota sold 429,185 in 2015 in the U.S. alone and this number refers solely to the "Made in America" vehicles.

My point is that no reasonable person should expect Aeroprakt — or any other aircraft producer, even the so-called big boys — to make airplanes as efficiently or as cheaply as car companies can. Airplanes are overwhelmingly hand-built machines.

Taking the expense issue a step further, people expected a LSA might cost $50-60,000 when the category was announced 2004. Given the steadily-weakening value of the dollar, that range today would be $65-78,000 after adjusting for inflation.

Therefore Dennis Long's Aeroprakt A22 at barely over $78,000 is right what the market anticipated as FAA prepared to announce their long-awaited rule. Note that these prices start out in euros so check with Dennis for the current price.

A C-note under $80,000 is the starting price. I believe many pilots could easily live with the base priced aircraft although nearly all buyers will elect some options that push it up a bit higher. What do you get for the money?

Here's a few specifications to put A22 in perspective — Cruise is 60-110 miles an hour or 52-96 knots; stall comes at 35 mph or 30 knots (slower than most LSA by a wide margin); never-exceed speed is 138 mph or 120 knots; span is 31 feet 4 inches; wing area is 136 square feet; empty weight is 700-720 pounds and with gross weight at the industry standard of 1,320 pounds, useful load is 600-620 pounds. When carrying a full load of fuel (23.8 gallons), A22 can still carry a payload of 457-477 pounds. That enough for two 200-pound occupants plus 57-77 pounds of luggage although the designated baggage area is limited to 44 pounds.

Aeroprakt uses the Rotax 912 engines to include either the 80 horsepower UL model, the 100 horsepower ULS carbureted model or the fuel injected 912 iS also producing 100 horsepower. Many potential buyers never even consider the 80 horsepower engine as it saves only a couple thousand, but this light airplane flies very well with that engine. The 912 UL can be fueled with 87 octane auto gas and though that doesn't save a great deal over premium fuel, pilots on a budget can find ways to hold down the cost with this choice.

My review of the Pilot Operating Handbook shows a conservative slant. I offer two examples. First, the takeoff run is listed at more than 300 feet with the 100 horsepower ULS engine and over 400 with the 80 horse Rotax. When I flew, we were off the surface in half that time although we did benefit from a modest headwind which clearly helps. Flying with Dennis — we're both of at least average weight — the takeoff roll was much shorter, more like 150 feet though headwind obviously affects it. The landing roll was spot on the money at about 350 feet compared to the 328 feet (100 meters) listed in the POH.

Secondly, climb rate is shown as 650 feet per minute (at best angle) or 690 feet per minute (best rate). I saw nearly 1,000 feet per minute after takeoff and we sustained a climb at around 800 feet per minute. Any pilot can appreciate a POH with numbers you can depend on more than a marketing document showing the best performance ever achieved.

Some readers will easily be able to afford the $80K a basic A22 costs but for those who prefer financing, Dennis reports he has availability based on good credit. He also reports each A22 is built to-order so you specify what you want at the time of order, though some options might be added later. Sometimes ordering afterward can add problems. For example, if you want an emergency airframe parachute it's best to order the aircraft with the support straps already built in to the airframe as adding them later is more challenging.

For those lucky enough to live in places where float flying is common, they are available; again, the factory knowing of your interest in advance — even if you don't order them with the aircraft — might make life easier later. If you live in snow country, skis are available. Order today, and Dennis might tell you delivery will follow in about four months.

You can glean a few more data point and information in the video below.

Coming up NEXT WEEK! — September 8-9-10, 2016 — is the Midwest LSA Expo. I encourage you to make plans now to attend at least one of the days the event runs. Based on past years, a good number of aircraft will be available. Speaking to their representatives and taking a demo flight is as easy as it gets at any airshow. More info: Midwest LSA Expo. A22 Importer Dennis Long said that people refer to his Aeroprakt side-by-side two seater as “the see-through airplane.” Certainly, this Light-Sport Aircraft has more clear plastic in its cockpit covering than any other LSA. It’s no surprise that this entry has some of the best visibility you can find in any aircraft. What you may not see while you’re looking through it is the size. A22 has a cabin about 50 inches wide making it one of the roomiest models available.

Aeroprakt — A22 (2011)

By Dan Johnson || August 19, 2016 Leave a Comment

From Aeroprakt in Kiev, Ukraine comes this Light-Sport Aircraft with the hugest visibility you'll find... large clear areas allow you to see almost any direction. Aligned with their Florida assembler, Aeroprakt America, the international company that has designed many practical aircraft offers direct U.S. representation in addition to other outlets. Come have a look around the A-22 with us in this video.

From Aeroprakt in Kiev, Ukraine comes this Light-Sport Aircraft with the hugest visibility you’ll find… large clear areas allow you to see almost any direction. Aligned with their Florida assembler, Aeroprakt America, the international company that has designed many practical aircraft offers direct U.S. representation in addition to other outlets. Come have a look around the A-22 with us in this video.

The Age of YouTube & Video Pilot Reports

By Dan Johnson || September 18, 2015 Leave a Comment

Videoman Dave almost literally bending over backwards as he checks the Garmin VIRB camera on the SkyReach BushCat.

Ron Waechter poses beside his "Ferrari Red" Aerotrek as used for the VPR.

We look over the shoulder of SportairUSA's Bill Canino while flying the 180-horsepower Zlin Outback. Note the very light camping gear in the foreground; it all packs down small for bush duty.

Onboard the "see-through" Aeroprakt A-22 with U.S importer, Dennis Long.

When this website went live a few months before the Sport Pilot & Light-Sport Aircraft rule was announced at Oshkosh 2004, it began life as an archive of several hundred pilot reports I had written for a number of print magazines in aviation. That launch seems a long time ago ... it has been eleven and a half years. (Development started only a few years after the World Wide Web emerged and ByDanJohnson.com went live in April 2004.) One year after going live, I began to add news via a blog, which I called "Splog," for Sport Pilot web log. Videos started in 2008 and by 2015, news and video have become the primary content items. You might be surprised to hear ByDanJohnson.com predates YouTube, which began when three former PayPal employees created a video-sharing website. The Internet domain name YouTube.com was activated on February 14, 2005 and the website went public in November of that same year. Google subsequently bought it but even Google is only 17 years old; it went live on September 4th, 1998. New as it is in the world of aviation the SP/LSA rule is actually a couple months older than YouTube. I don't know about you but I find that rather amazing. For about seven years, Videoman Dave and I have been making 5-10 minute videos about Light-Sport Aircraft, light kit aircraft, ultralights, and light GA aircraft. We have partnered on more than 400 of these and many more are coming. See most of them here, organized for easier location, or find all of Dave's 1,000+ videos on his YouTube channel. Some of these are approaching one million views and the group generates more than 1.5 million minutes of viewing every month. Along the way we began to make what we now call Video Pilot Reports or VPRs. In the age of YouTube, this is the equivalent of detailed pilot reports or aircraft reviews I used to write for several aviation magazines. I find it exciting to return to the roots of this website albeit in the electronic form that dominates culture today. The videos are watched around the globe although I regret my Chinese readers cannot currently view these YouTube-hosted videos; perhaps things will change in that fast-evolving country. Making VPRs is significantly more work than doing the interviews that make up the bulk of our video library. These are longer videos, up to 30 minutes or so, sometimes broken into two parts. As we work on these videos, we are attracted to locations like Mt. Vernon, home to the Mid-West LSA Expo. We like the airport run by the very capable and popular Chris Collins as it is far easier to achieve these video productions. The airplanes are readily available and — after we've found camera locations and mounted them — we can in literally five minutes or less climb on board and be in the air. No other event, with the possible exception of Sebring, offers such swift access to the runway. Also, the airport itself is large and wide open and the surrounding area is accessible for in-flight maneuvering without having to stray too far away. That is hugely valuable. The work effort begins as we mount a number of cameras. We use up to seven Garmin VIRB cameras plus Dave uses his larger camera to shoot takeoffs and landings from the ground. To provide many views, VIRBs are mounted outside in multiple locations and we use three or more inside, two of which capture audio from our cockpit communications. The effort is broken into three segments. Shot on the ground before entering the cockpit we cover ... How and where the airplane is built, its construction and materials, the powerplant, gear, canopy, and other major or distinctive features. We present a basic description and may compare the subject to other aircraft. After entering the cockpit, we cover such "human factors" as entry, cockpit layout, visibility, seats and rudder pedal adjustment, ventilation, instrumentation, switches, and control systems along with any special characteristics of the subject aircraft. Finally, we roll out to the runway and go aloft for a 30-60 minute flight exploring taxi, ground steering and braking, takeoff techniques and measurement, evaluate initial and en route climb. We will do a full regimen of stalls including power-off or landing approach stalls, power-on or departure stalls, and accelerated or stalls in turns. We will evaluate handling qualities in dutch roll coordination exercises, do steep turns, turns-over-a-road, aileron- or rudder-only turning, and high and slow speed handling. We will measure high and low speeds and finally return to the airport for some landings, attempting to investigate (if conditions permit) normal, short, and soft field techniques with flap use and slipping as recommended. So, VPRs have become a valuable part of this website and the enterprise of Videoman Dave. I leave you with this thought: Every minute of the day, 24 hours a day, seven days a week ... 300 hours of video are uploaded to YouTube. We are pleased to be part of that tsunami of content and hope you continue to watch and enjoy. As the Frito Lay company used to advertise about their Dorito-brand snack chips ... Consume all you want. "We'll make more." Even better than Doritos, all our videos are free.• In October Dave and I are traveling to the Flying Aviation Expo in Palm Springs, California and immediately afterward to the Copperstate show south of Phoenix where we will add many more videos to the library. • We offer our videos for free but they are definitely not free to make. Your support of Dave's YouTube channel and this website are essential if we are to keep making more.