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Magnum Parachutes

Website: http://www.ballisticparachutes.com

Phone: 386-738-4444

DeLand, FL 32724 - United States

Sun ‘n Fun 2021 / Day 1 — Charged with Excitement …Battery Electric Aerolite 103 Is Flying Now!

By Dan Johnson || April 14, 2021 16 Comments

For years I've said that of all aircraft to succeed with battery electric flight, the first truly usable, enjoyable aircraft would be a Part 103 ultralight. I'll list several reasons below but the aircraft you see in these images is already flying with electric propulsion and you can get on the list now. U-Fly-It boss Dennis Carley said they are working on a name. For now, I'll call the new entry the Electric Aerolite 103 and this machine is ready for market. A few customers already offered payments to get in line (more on that below, too) and one man wrote a check for an Electric Aerolite even while he keeps flying his gasoline-powered Aerolite. How's that for a vendor's dream? Are you ready for electric? It's ready for you!

"Clean and Tidy"

Powered by the sun? Yes, if you have solar collectors on your hangar or house. Whatever the "fuel" source, Electric Aerolite 103 will cost pennies to fly.

You hear that phrase about Aerolite fairly often. A very knowledgeable veteran of the light aircraft business, Scott Severen, spoke of visiting U-Fly-It, producer of the Aerolite. After discovering the production process, Scott came away very impressed with the "efficiency" he witnessed. Space is well used, equipment is properly set up, and staff is well trained and managed to produce these popular machines The electric installation on Aerolite maintains U-Fly-It's trademark clean and tidy appearance. The arrangement looks well conceived and executed and with a few minor refinements in hardware to contain the battery packs, the Electric Aerolite is done and will enter production. Learn and see more about Aerolite in this article (one of the most-read on this entire website).

Part 103 Industry Status

One of the most popular Part 103 ultralights, possibly the market leader, Aerolite 103 is a well proven aircraft with excellent handling, good performance, and most features pilots want, all for a price most can afford.

As most readers know, I am working my way through a list of 58 Part 103 producers to determine the size of the Part 103 industry and its pilot community. I have responses from about a third of those builders and I am determined to chase down every last one to find out how many are produced each year. Today, no one knows this information …NO one knows, not FAA, not member organizations, and guessing about the figures is a matter of speculation and conjecture. However, I hope to eventually correct this information shortfall and I believe many will be surprised. I am sticking to my prediction that in unit volume, Part 103 deliveries may pass registrations of Special Light-Sport Aircraft. Wouldn't that be amazing? Whether you know it or not, I am certain Part 103 aircraft sales are more robust than most think and I believe this has been developing for a few years.

Why Do Ultralights Lead in Electric?

I recall a project to make a Cessna 172 fly with electric propulsion. Did you ever hear how that went? No, you didn't …probably because it didn't work well. Electric power isn't the problem. A Skyhawk is not that efficient an airframe and its base weight and payload demand a large collection of weighty batteries.

Here's the business side of Electric Aerolite. A rather tiny-looking motor is mounted slightly above the wing (where heating has proved to be no problem) with the battery packs occupying space formerly used for gasoline. You see three battery packs in position while the fourth has been removed to show visitors.

Big, heavy battery packs are one of the holdbacks in electric propulsion. Although seeing steady improvement — especially with electric cars being pushed by governments in most economies — batteries remain far behind gasoline in energy density. Ultralights cope with this weight problem simply by requiring fewer battery packs. A light aircraft doesn't consume electrical energy as fast to get aloft; climbing is where so much juice is used. In contrast, cruising uses far less energy. You knew that, of course, but in the realm of electric propulsion, this difference becomes critical. Somewhat offsetting that juice drain is the high torque of electric motors; torque is essential to getting airplanes to altitude.

Making 30 horsepower, electric motors show their super efficiency and delivers comparable performance to gas-powered engines while requiring almost no maintenance.

Another major factor in electric Part 103 ultralights leading the charge is usage patterns. Aerolite says that how you fly is very important relative to battery capacity. Repeated takeoffs and landing (with climbs to pattern altitude) will drain batteries faster than cruising over the countryside. Part 103 ultralights are often flown in mornings or evenings for 30 minutes and that's all the pilot needs to acquire a big grin. So, lighter weight and shorter flight times — both common features on Part 103 aircraft — makes battery power viable now.

A Few Facts About Electric Aerolite

You'll want to ask the factory for the best and latest info but following are a few questions and answers I overheard.

In this view of the battery pack "tray," you see the prototype version. This will be cleaned up slightly but the method is similar to the way every car battery is carried. A lower tray holds the batteries and a top clamp secures them. Connectors are on the top of the battery packs, well out of harm's way.

First, you should know that Aerolite 103 is a modest purchase, with gasoline models almost always priced at less than $20,000 in ready-to-fly form. Electric doesn't change that too much so Aerolite 103 is not only a well-developed aircraft but one you can probably afford (though everyone's budget is different). How Long Can You Fly? — Perhaps the most common question is first addressed by talking about how you fly with electric power (see above). But assuming a climb to 700 feet above ground and then cruising at 40-45 miles per hour, two battery packs will last about 30 minutes. What Is the Maximum Endurance? — While two battery packs are the minimum arrangement (prices below), you can have two, three, or four. If you have four, you can fly for about an hour, again and always dependent on how you operate the powerplant.

Dennis Carley flies a gasoline powered Aerolite for my camera. Compare the gasoline engine and fuel tank to the images above. Also worth noting is Aerolite's tail volume. A big vertical stabilizer and rudder are reasons why this popular Part 103 ultralight handles so well.

How Much? — Prices change so if you are reading this in later 2021 or afterward, please check with the factory. However, at Sun 'n Fun 2021, here are some price estimates. Two battery packs with electric motor, controller, and all mounts and cables lists at $9,750. A gasoline engine and fuel tank may cost slightly less but not a big difference. Each extra battery pack is $2,550 additional. When Can You Get One? — Gasoline or powered, as of Sun 'n Fun 2021, Aerolite is quoting delivery at eight months for ready to fly or five months for a kit. Yes, business is that good! More than one Aerolite a week leaves U-Fly-It. Based on early response at the show, Dennis feels sure that length will increase. To address faster deliveries he is working with three top dealers to help manufacture ready-to-fly models for customers; he'll supply them with kits. Dealer Rick Hayes told me he has already ordered ten Aerolites in the first quarter of 2021. Hang onto your headset. Aerolite 103 — already one of the success stories in all of aviation — appears poised to expand their market even further and you benefit through their very affordable prices.

For years I’ve said that of all aircraft to succeed with battery electric flight, the first truly usable, enjoyable aircraft would be a Part 103 ultralight. I’ll list several reasons below but the aircraft you see in these images is already flying with electric propulsion and you can get on the list now. U-Fly-It boss Dennis Carley said they are working on a name. For now, I’ll call the new entry the Electric Aerolite 103 and this machine is ready for market. A few customers already offered payments to get in line (more on that below, too) and one man wrote a check for an Electric Aerolite even while he keeps flying his gasoline-powered Aerolite. How’s that for a vendor’s dream? Are you ready for electric? It’s ready for you! “Clean and Tidy” You hear that phrase about Aerolite fairly often. A very knowledgeable veteran of the light aircraft business, Scott Severen, spoke of visiting U-Fly-It, producer of the Aerolite.

When Help Comes to the Rescue… FAST! Magnum Parachutes Could Save Your Life

By Dan Johnson || February 11, 2021 11 Comments

Why Parachutes?

Any way you look at it, an airframe parachute adds cost, weight, and bulk.

These systems cost real money (thousands), add "non-functioning" weight (16 to 50 pounds depending on the airplane's weight and speed), and fill up space you might use otherwise (a BRS system for the Cessna 172 uses a substantial share of the baggage space in that model). All these things — cost, weight, and bulk — are negatives, yet pilots buy these emergency systems regularly. Companies like BRS, Magnum, and Galaxy have sold tens of thousands of these systems. Every single Cirrus (and Flight Design) comes standard with an airframe parachute, so that means almost 10,000 aircraft just in those two brands.

I've flown with airframe parachutes for years and I love having such a system on board. I actually stopped flying at night in airplanes without a parachute system. One smooth night over North Carolina with my wife and two friends in a Cessna Hawk XP, Randee asked, "What would you do if the engine quit here?" It was pitch black outside and I knew from previous flights that under us were trees stretching out past the horizon.

It was a valid question. Touches a nerve, doesn't it? Aren't we trained for night flying? Don't we practice engine-out procedures? Well, yes, Private Pilots can fly at night (they should be current) but the training concentrates on normal night operations. I've never known an instructor who guides students through engine-out-at-night procedures far from any airport. Whatever you think about night (or other potentially hazardous) flying, an airframe parachute may ease your mind — and achieving that means you will fly more capably. It's a personal decision, of course, but for me, I'll take a parachute anytime.

What About Parachutes?

Magnum Parachutes are offered in three packaging concepts. Each serves its own purpose and offers different attributes. Parachutes are sold for aircraft of varying weights and speeds. Each installs unique to that aircraft. Softpacks — These are the lightest and least expensive units, and are therefore popular on Part 103 aircraft where their reduced weight offers advantages. While subject to weather contamination, such as rain, they are easier to inspect. The parachute inside is identical to the other packing methods. Canisters — Placing the parachute inside an aluminum canister protects it from elements and allows a pressure-packed parachute that can make the package significantly smaller. This is good when parachutes are large enough to deal with two and four seat aircraft. Most airframe parachutes have open diameters significantly wider than the span of the wings on the aircraft they are supporting. Stuffing all that densely into a canister system makes it much smaller with the canister itself adding only modestly to weight. VLS (Vertical Launch Systems) — Canisters and soft packs generally aim to the side and can fire upwards or downwards as need to avoid aircraft structure during deployment. Many aircraft, though, work best when that system can eject upwards. However, no matter which way a parachute ejects (is drawn out by its rocket motor), it always opens downwind of the aircraft — usually behind it though not necessarily if the aircraft is in an upset attitude. Buy by Weight — Two criteria dictate which parachute is used on which aircraft: weight and speed. Heavier weights require larger or multiple canopies (a Cirrus SR22 canopy is over 50 feet wide at the canopy mouth). Faster aircraft need mechanisms to slow the opening of the canopy if speeds are very high — Magnum can handle up to 199 mph! However, if that speedy aircraft is flying slowly when the canopy is deployed, opening should be faster. The self-speed-sensing "slider" (black ring on nearby image) automatically adjusts, slowing deployment — and reducing forces on sewn seams — at high speeds while not slowing the canopy opening if speed is slow. It's a smart solution.

Heavy aircraft can use multiple canopies to carry the load.

Fitting to Airplanes — Each airplane mounts somewhat differently. This increases the work effort for the parachute seller but assures each should perform optimally if needed. Mounting hardware to hold the soft pack, canister, or VLS varies by airplane as do the Kevlar connecting straps, the rocket motor activation housing, and the location of the firing handle. The latter is an important element because if you need to use a parachute, the situation will be tense and confusing and the handle should be in easy reach. Then, a mighty pull on that handle gets you nearly instantaneous action. Service — Parachutes need to be removed, inspected and repacked every few years and rocket motors are generally replaced at longer intervals. Magnum Parachutes in DeLand Florida is equipped and experienced to help service these systems. One important note: Do not try to ship a live rocket without specific equipment and advice — and, don't fire a rocket just to see if it works. These devices fire very quickly (by design, of course) and their velocity is impressive. You wouldn't try to dodge a rifle bullet. Assume a rocket is similarly fast but more powerful.

To prevent down time during service Magnum has a great offer: "Loaner Canopy When Yours is Due for Repack. That's right! A a loaner canopy, of the same size and style as the one you purchase from us, is available at no charge for installation in your aircraft while your system is being inspected and repacked (repack cycles are 6 years for most systems). This allows our customers to continue to fly with a complete ballistic recovery system in their aircraft while theirs is being repacked! No other parachute company offers their customers this peace of mind!" Magnum Parachute repack costs are considerably less expensive than most other manufacturer's, said Dennis Carley, proprietor of Magnum Parachutes USA. "For our Softpack systems the repack cycles is five years instead of only one or two years with other brands. Prices run $660 to $975 so about $100 to $150 per year."

Time depicted in scene is a fraction of one second.

Parachute-Use Scenarios — Beside loss of an engine at night, other scenarios include loss of power over unlandable terrain (water for example — ditching with fixed gear aircraft usually means coming to a stop upside down), mid-air collision, loss of control, incapacitation of the pilot, and severe weather disorientation. Most owners of these systems agree with this statement: "You may never deploy your parachute, but you use it every time you fly. You can pay full attention to safe operation knowing that if you use up all the skill your training taught you, you still have one more option. It's peace of mind." That's worth a lot. Magnum Ballistic Parachute Systems have been available in the United States since 2006. Today, representation by Dennis Carley assures buyers of a consistent, reliable sales and service provider for the Magnum models.

Here is a short video (4min 12sec) that will be followed by a fuller explanation with detail of how the system mounts on an Aerolite 103. https://youtu.be/GYfNhUiYoOU

Aviation preaches safety long and loud. This dedication within the aviation community has made flying safer than driving despite what landlubbers believe is a risky way to travel. Aviators know better, of course. We work hard at making flying safe. It’s not lucky or some accident of choice. We are all proud of our skill at taking an airplane aloft and returning it safely to terra firma. Except when we cannot… Why Parachutes? Any way you look at it, an airframe parachute adds cost, weight, and bulk. These systems cost real money (thousands), add “non-functioning” weight (16 to 50 pounds depending on the airplane’s weight and speed), and fill up space you might use otherwise (a BRS system for the Cessna 172 uses a substantial share of the baggage space in that model). All these things — cost, weight, and bulk — are negatives, yet pilots buy these emergency systems regularly.

Ultralight April 2020 — Second in the Vintage Series: CGS Hawk

By Dan Johnson || April 5, 2020 18 Comments

Way back when, long before the birth of the Light-Sport Aircraft segment (in 2004), lots of us flew ultralights. They were barely more than powered hang gliders — except one.

Before 1982 these lightest-of-all aircraft were required to be foot-launchable. It's true. I once staggered into the air partly carrying, partly dragging a Quicksilver. I got airborne thanks to a generous 15 mph headwind that provided about three quarters of the speed I needed for… um, you can't call it "rotation," but to get enough lift that I could sit down. Yes, "sit down." You didn't think I ran for take off while sitting comfortably belted into a secure seat did you? Nope, that Quicksilver had a literal swing seat and a special rear axle that allowed a full stride of your legs. OK, that requirement proved futile and FAA later dropped it, but one guy in particular drove that older requirement into the annals of history. His name: Chuck Slusarczyk ("slew-ZAR-chick"…most folks just called him Chuck). Chuck's aircraft: Hawk.

Hawk was the first ultralight to be fully enclosed, meaning it had a floor, meaning you could not foot-launch it. The rule was still in place when Chuck first debuted Hawk but that one aircraft lead us into the brave new world of wheel-launching. That "CGS" abbreviation usually put before Hawk was from Chuck's even-earlier business: Chuck's Glider Supplies. He once made hang gliders, lots of them, and that's where Chuck and I first met. Gosh, we were young and handsome in those days. We were also stronger. I would actually attempt athletic feats like running a hang glider off a mountain cliff or stumbling my way into the air grasping my Quicksilver (which, for the record, also started off as an unpowered glider).

CGS Hawk in 2020

The video below and the text that follows are part of The Ultralight Flyer (TUF) project I have called "Ultralight April 2020." I urge you to visit Videoman Dave's popular YouTube channel and to support his work. Even though we work together, I also paid real cash to be a Lifetime member: $49.95… as good a bargain as you'll find.

The point of this series of short (5-minute) videos is to identify aircraft almost anyone can afford. I should not have to say it, but please don't assume a $5,000, decades-old ultralight will compare well to a modern LSA. The good news is that, in some ways, such a low-cost aircraft might even be more fun assuming you use good judgement about when and where to fly. Over 40 years have passed with many Hawk aircraft still safely flying today. Some are offered for sale on various outlets. Both Dave and I have flown CGS Hawks — go here to see a long list of my Hawk reviews …I believe for every model Chuck ever made.

My words and Dave's videos give recommendations for aircraft that we have flown, owned, and/or built. As Dave notes, all of the aircraft featured in his series still have manufacturers producing parts for their repair and continued airworthiness! In the video below Videoman Dave gives you a quick look at the ground-breaking (for its day) aircraft. Chuck Slusarcyk introduced his proud creation at Sun 'n Fun 1982. After conducting a survey at a previous show, Chuck learned that pilots were looking for an affordable, enclosed, strut-braced, three-axis-control ultralight with flaps tricycle gear, and a steerable nosewheel (such was not common in those days). Like most ultralights of the time, Hawk was a pusher configuration. A Hawk kit is available brand new in either tricycle gear or taildragger. Using bolt-and-rivet aluminum-tube construction Hawk is built around a uniquely curved main boom tube. Everyone asked about the boom and Chuck had a ready answer: "It's a 52-foot radius curve." In those days, such construction was quite unusual.

Above images courtesy The Ultralight Flyer.

An original Hawk kit took between 350 and 400 hours to build. It can be built in as little as a single car garage, using common hand tools. A small air compressor and rivet gun will save your gripping muscles. Once the airframe and wings are completed they are covered in sewn envelopes of Dacron sail cloth. Hawk features zippered doors that can be removed. The design features standard stick and rudder controls, with a flap handle located just above and to the left of the pilot's head. Power was originally supplied by the Cuyuna 430 engine but later models used the Rotax 377, and 447 engines. Current ultralight models often use a single-cylinder Hirth (video review) engine. Cruise is typically around 55 miles per hour. It has an honest climb rate of between 600 and 750 feet per minute, and stall with flaps can be as low as 22 miles per hour.

Today, CGS Aviation is located in Florida and still building these popular aircraft. More than 2,500 are flying.

A number of float systems can be retrofitted to the Hawk, as can snow skiis. Other options include a ballistic parachute system, and an in-cabin heater. IMPORTANT: If you consider purchasing a used CGS Hawk, The Ultralight Flyer recommends that the plane's fabric be tested and the airframe, wings, landing gear, and the control systems be thoroughly inspected! If the history of the engine is unknown it is recommended that the exhaust be removed and the pistons inspected for wear and seizure! At the time of production of this video The Ultralight Flyer estimates the value of a used CGS Hawk from the 1980s to be worth between $3,500 and $5,500. The Ultralight Flyer also recommends that the buyer contact CGS Aviation to inquire about any modifications or updates that the factory might recommend.

https://youtu.be/FKro4-4mTEI

Way back when, long before the birth of the Light-Sport Aircraft segment (in 2004), lots of us flew ultralights. They were barely more than powered hang gliders — except one. Before 1982 these lightest-of-all aircraft were required to be foot-launchable. It’s true. I once staggered into the air partly carrying, partly dragging a Quicksilver. I got airborne thanks to a generous 15 mph headwind that provided about three quarters of the speed I needed for… um, you can’t call it “rotation,” but to get enough lift that I could sit down. Yes, “sit down.” You didn’t think I ran for take off while sitting comfortably belted into a secure seat did you? Nope, that Quicksilver had a literal swing seat and a special rear axle that allowed a full stride of your legs. OK, that requirement proved futile and FAA later dropped it, but one guy in particular drove that older requirement into the annals of history.

Aviation Future Shock? Questions & Answers with a Australian Editor

By Dan Johnson || March 21, 2018 4 Comments

Vickers Aircraft’s coming Wave, a powerful LSA seaplane project; it hails from New Zealand.

Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve's questions are in blue.

I'd like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we'll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight.

Clubman is a beautiful customization of the B&F FK-9 that has sold well over the last two decades. Their U.S. rep is Hansen Air Group.

LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.

What would be the point of more powerful engines on LSA?

FX1 is a fully updated version of the JetFox97. It makes significant use of carbon fiber construction.

Well, beside pilots’ interest in having more power, aircraft operating at higher elevations and seaplane or floatplanes benefit from more power even when they cannot fly faster.

There's already a lot of technology in LSA thanks to the need to save weight, which has me wondering where the sector is going. Can you provide me with some thoughts?

Well, that topic could take us down quite a lengthy path. Let me offer a somewhat shorter reply.

Lisa’s Akoya is a LSA seaplane with several innovations such as the Seafoils you see cutting the water.

You are right about many tech developments — and on that I point you to an article published recently in General Aviation News' "The Pulse of Aviation." Two thoughts: (1) I believe the LSA sector has reached an interesting level of maturity. The pace of major innovations may have slowed but the most important developments are now common on most LSA (and light kits). This situation is not so different than smartphones that totally upended mobile a decade ago with the introduction of the iPhone. In a similar time period, that industry has also matured and development has lost its torrid pace. (2) The funny thing about innovation is you often don’t know how or when it might emerge. Electric propulsion is one possibility and then we are seeing the first glimmer of a new class of aircraft with a collection of spinning blades or rotating wings. Who can guess where precisely that is headed? Whatever the coming changes, they will work first on lighter aircraft. My article referenced above tries to speculate a bit.

By the way, the use of technology seeks not only to save weight. New methods are used because they can, that is, developers don't need to jump through the regulatory hoops as demanded in Part 23. LSA developers can quickly implement new ideas and materials. Boeing’s Aurora is one of a flock of new developments aimed at the air taxi trade but it could result in a sport model.

Composite versus metal. Is there something else? What type of composites are in common use and what types are under development? What drives composite development? Does metal still have a future in LSA? Is mix-and-match of both the way to go?

One definition of composite is "made of various materials." In the past "composite" implied fiberglass. LSA already rely on fiberglass, aluminum, and steel but add high-tech materials such as Kevlar, carbon fiber, and titanium. Today, the most advanced designs have significantly carbon fiber airframes, partly for weight but also strength as well as aerodynamic efficiency and design beauty.

Terrafugia’s TF-X is a second generation of their “roadable airplane,” now more likely after a substantial investment from China’s Geely auto maker.

However, metal seems here to stay, being highly established and proven. Its advantages in easy repair, easier-to-determine fatigue, and a widespread familiarity of working the material — along with low weight — will keep aluminum in play.

What are the major construction methods? Is there room for the construction method to contribute to the aircraft performance in terms of weight saving? Aircraft like the Ekolot Topaz have fuselages formed in two halves then adhered together like a Revell P-51 model. Is this the way of the future? Is there room for mass production?

North Wing’s smoothly-contoured Solairus Part 103 trike carriage shows how even older ideas can be dramatically upgraded.

That's one beauty of fiberglass and carbon. You can have beautiful shapes and strength with weigh savings. Assembly ease is a factor, too. Those materials will surely persist for those reasons and for future production efficiencies. However, since nearly all airplanes are low-production — essentially hand-built with modest use of robotics, even at the Boeing or Airbus level — prospects for genuine mass production seem distant.

Avionics development has seen technology cascade down from GA, but there is some that has been designed from scratch for the LSA sector, such as AoA Indicators. Which way will the technology flow in the future? Is EFIS going to become standard for LSAs or do the traditional clocks still have a place? Have we reached a pinnacle in LSA simply because the sector can operate without technology such as HUDs?

Drone maker Yuneec’s concept four seat electric aircraft.

Actually, I don’t believe it is accurate to say instrument technology cascaded down from GA. Instead, I think the best tech has cascaded UP, if you will, from lesser-regulated machines. Many airline pilots look at a modern LSA and say, “Wow, this is as good or better instrumentation than what I have in my airline cockpit!” For example, synthetic vision has been around for years already in LSA. Today, EFIS is pretty much standard in all LSA and, to some extent, that is spreading to Type Certified aircraft in the form of iPads that can now show full ADAHARS info plus traffic and weather. Since these can be handheld or yoke mounted, they need no FAA/CAA approvals. HUD is also coming but at more affordable prices. Who can predict what future tech is on the way. AoA has been around for years as well, and commonly the cost to add an AoA system is $200± per aircraft (as the digital screens can easily adapt to minor hardware additions); this is a small fraction of the cost on TC’d aircraft. One thing I feel sure of — the newest tech will appear in the least regulated aircraft first. As one more example, the very first use I know of for GPS, anywhere in aviation, was on hang gliders of all places.

Weight-saving is always an issue for manufacturers. In Australia a land-based LSA can lift no more than 600 kg (1,320 pounds), so what can manufacturers do to increase their useful load? Are we reaching a dangerous situation where the aircraft are getting too light or are too heavy to include some desirable safety features, such as parachutes?

Both airliner-building giants Boeing and Airbus are experimenting with small (1- and 2-seat) aircraft. This is a concept drawing for Airbus’ Vahana that just took its first flight.

Perhaps we are pushing some boundaries if new ideas and materials are not forthcoming. However, they are forthcoming. I’m not too worried about it. For example, crush zone technology in cars did not add weight — in fact removed it compared to other methods — and this greatly added to safety.

Are regulations stifling LSAs? Should LSAs be able to fly at up to 750 kg MTOW (1,650 pounds gross) to give manufacturers more design freedom? Is there anything that has to change to enable more technology to be used in LSA, and if so, what is it?

An airframe parachute is one of several innovations that started in light Aircraft and migrated up to larger aircraft.

As a rule, I’d rather see less regulation to encourage more innovation. Even FAA appears to agree, based on their Part 23 rewrite recently released. Many tend to think regulation makes for safer aircraft, but (1) that is matter of diminishing return — how much safety is gained from more regulation? — and, (2) regulation is not the only way safety has advanced. Insurance companies have demanded improvements that FAA didn’t consider. Media people help improve designs by their critiques. Other industries contribute tech that improves safety, if regulations don’t prevent it. Consumers are another bulwark against dumb ideas and for more creative and cost-efficient safety solutions. Finally, competition stimulates improvements, the best of which quickly flash around an industry. Look how similar airliners or smartphones appear. The most successful ideas tend to be used by everyone in time.

There's a lot there, but there's also a lot to think about. Until the rewrite of FAR23, the LSA sector led general aviation in technology, especially in the use of composites. The new FAR23 is sort of like catch-up regulation for GA, but where does the technology leader, LSA, go to from here?

BRM Aero’s handsome Bristell, seen here in taildragger configuration, is a 5th generation design that shows how far the LSA industry has come in a short time.

You are right that LSA is leading the innovation charge in many ways. Where can the industry go from here? We (LAMA) have spoken to FAA a lot in the last three years as we seek new opportunities within the present regulatory framework. It is perfectly clear that LSA were a significant reason why FAA went ahead with the Part 23 rewrite and use of industry consensus standards. To answer the future question, I again refer you to this recent article. The freshest new tech in aviation may come from outside aviation but I would never discount the passionate, imaginative, and motivated designers and developers operating in light aviation today.

Recently I had an exchange with Australian Flying magazine editor, Steve Hitchen. He asked some great questions and after giving my responses I realized some of his question were common ones I hear being discussed. So why not share our give-and-take? Steve’s questions are in blue. I’d like to talk about power. With LSA restricted to 120 KIAS, it seems unlikely we’ll get much engine development to increase power unless regulations change to either allow an increase in speed or gross weight. LSA are getting more power, to wit, Rotax’s new 915iS with 135-horsepower and the Continental Titan line with 180 horsepower. I do not think this is the end of the horsepower boosts …plus LSA speed and/or weight changes could conceivably follow in the USA but are currently not limitations in other countries that accept the ASTM standards as a basis for approval or certification.

Awesome New Year Gift: Saved by the Parachute (Thanks, BRS!)

By Dan Johnson || January 3, 2018 Leave a Comment

When I first saw this news story I thought it was one we reported earlier involving a similar aircraft and parachute. However, what grabbed my attention was the clarity of the still photo seen nearby. It was, and it was not the earlier story. Let me explain… The deployment event recently reported is not new even if that's how the mainstream media portrayed it. Many months ago, a test flight got into an uncontrolled flight situation — a "normal" occurrence, that being what test flights are intended to discover. A successful parachute deployment followed. However, this provides an opportunity to learn more about airframe parachutes. I know something of this because for 18 years, I worked closely with BRS Parachutes of South St. Paul, Minnesota. An airframe parachute system makes a compelling story that media reporters loved. At one time, BRS and its whole-airplane parachute systems were featured on seven (yes, 7!) different TV documentaries at about the same time. Since I was the media specialist, I was busy with one TV crew after another. Print loved us, too. The World Wide Web was barely in development at this time. While I loved helping to spread the word, what I always lacked was good photos or video. Almost no one is ready for such an event. Rarely were any photos available, other than an airplane on the ground with a parachute laid out nearby. When airborne view were captured, they were usually poor, blurry images. Video was even more precious. (For more info, see several BRS-related articles here.)

This deployment can be viewed through a video from inside the cockpit. It's fairly poor but does show a pilot trying other solutions but when unable to regain control, he deploys the parachute. If you check BRS' Facebook page, you can watch this video that went viral, earning more than 750,000 views, 900+ comments, and 6,300+ shares. This video is not related to the still photos seen with this article. However, the photo capture is one of the best I've seen so it provides a teachable moment about parachute technology, specifically, the "slider" ring. This modest innovation is strikingly simple and effective. In short, it keeps the main life-saving canopy from rupturing if deployment happens at high speed. The slider only functions when airflow is high. This is a good time to advise, "Please fly safely and work to avoid situations where a parachute is your only option. If you cannot, I hope you had the foresight to add a parachute." I believe in them. I hope you do or will, too. We don't want to lose any of you to preventable accidents.

The story as reported…

Here are some portions of the article, which relates, "At the start of the clip the pilot is seen trying to steady the plane as it rapidly descends while spinning around." Remember, this is a test pilot exploring the flight qualities and performance parameters of a Light-Sport Aircraft, which I agreed not to name (but it was obvious to me that this was not the aircraft in the still picture Daily Mail used).

"The dizzying video shows the aircraft spinning faster and faster as the scenery speeds past. The pilot … was forced to deploy the safety measure during a spin recovery test.

"He escaped uninjured and the aircraft was fixed and ready to fly the following day." Daily Mail goes on to report [BRS] company founder Boris Popov as saying about the clip, "The pilot wants to remain anonymous as well as the location but we can say it was filmed in Asia and the plane was flying the next day." I know a little more but the actual airplane or incident is less the story than the success of the parachute product. These devices have saved many lives — BRS alone has logged nearly 400 "saves" and other companies like Magnum add to the number. I hope you will consider such a system for your aircraft. If you elect not to, then, please fly as safely as you can. Happy New Year, everyone! I wish you many happy hours aloft in 2018 and I hope you never have to see your parachute.

Magnum Whole-Airplane Parachutes to the Rescue …Literally!

By Dan Johnson || July 1, 2017 Leave a Comment

Let's say you are flying on a wonderful cross country trip. You've been humming along enjoying a beautiful day. The plane is flying great and sightseeing is superb.

The ease of the trip in one of our modern flying machines with a big digital screen showing the way could lull you into crossing a large lake between you and your destination. Midway across the lake, your engine unexpectedly sputters and stops. You calmly run through your checklist. Nothing appears amiss. You try restarting but the engine won't cooperate. Anywhere you look it's the same distance to land. You calculate you can't glide far enough.

What do you do?

The black ring is Magnum's version of something generically called a "slider," adapted from BRS Parachutes, which adapted the concept from square skydiving canopies. It works to prevent damage from a high speed parachute opening.

I hope you never face this scenario. You probably will not. Modern engines, airframes, and instrument panels make it most unlikely. Nonetheless, it happens. Do you believe you could set down in the water in such a way that you can escape? Of course, you've never practiced a water ditching and that move by Captain Sully may not be your option. I have flown to the Bahamas with and without an airframe parachute. I never experienced even a hiccup from the engine or other systems but I'm here to tell you the flights with the parachute were far less stressful. Stress is never good and your flight over the lake when the engine quit dramatically increased your stress level. How well do you think you will perform when your heart is pounding? Disclaimer: I used to be involved with a company producing these systems. I am clearly biased in their favor. Yet in my former role I spoke to literally dozens of people who had pulled the handle and every single one of them thought it made all the difference in the world. Most said, "You just saved my life!"

Magnum offers a line of systems for different airplane applications.

Certainly, if you can fly to an emergency landing, do so! Absolutely! However, sometimes, even a Captain Sully has to play the cards he's been dealt. In his case that turned out well. He became a hero. Yet if you fly in a fixed gear airplane the odds of your airplane flipping upside down are seriously high. If so, and you and your passenger are upside down in the water, will you get out in time? Look, this may not be how you choose to think about your flying. It's supposed to be fun and enjoyable and it nearly always is so. Nonetheless, you practice stalls, emergency approaches, and crosswind landings so you are ready if it turns ugly on you. Most of the time that training works great. Even better, it is rarely — very rarely — needed. Is it wise to ignore the possibility a parachute might be your only option, even once in your flying career? Check Magnum Parachutes page and see a list of some (but not all) the times when a parachute might be very valuable. Can you avoid all these situations? Yes, maybe... hopefully! Do you want to bet the farm on it?

I'll tell you from my four trips to the Bahamas flying that such crossings completely out of sight of land were enormously more enjoyable with a parachute than without. I knew I had a way out if the worst happened. Magnum Parachutes offers rocket-deployed systems for a wide variety of airplanes. They are supplied from a U.S. importer who has all the credentials to do so competently and safely. Check their product line to see what Magnum offers and what a system will cost. Then do your best planning because when the engine hiccups over unlandable terrain, it's too late to buy and I don't want to lose any of my flying buddies to an avoidable incident. The video below shows a fuselage extraction test performed by manufacturer Stratos 07. https://youtu.be/DyY8Ke3LikQ

Let’s say you are flying on a wonderful cross country trip. You’ve been humming along enjoying a beautiful day. The plane is flying great and sightseeing is superb. The ease of the trip in one of our modern flying machines with a big digital screen showing the way could lull you into crossing a large lake between you and your destination. Midway across the lake, your engine unexpectedly sputters and stops. You calmly run through your checklist. Nothing appears amiss. You try restarting but the engine won’t cooperate. Anywhere you look it’s the same distance to land. You calculate you can’t glide far enough. What do you do? I hope you never face this scenario. You probably will not. Modern engines, airframes, and instrument panels make it most unlikely. Nonetheless, it happens. Do you believe you could set down in the water in such a way that you can escape? Of course, you’ve never practiced a water ditching and that move by Captain Sully may not be your option.