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Not All Are Light-Sport Aircraft

By Dan Johnson || Leave a Comment

Not all light aircraft will fit the light-sport aircraft mold.
In light aviation, excitement appears focused on FAA’s proposed Sport Pilot/light-sport aircraft proposal. The proposed rule may hold great promise, but it won’t consume all of light aviation, not by a wide margin.
Near and dear to KITPLANES® readers’ hearts is the so-called 51% rule. The legality of building your own plane from scratch or from a kit is in no danger, and it will continue to be a source of satisfaction for many aviation craftsmen.
A second safe harbor is the lightly regulated Part 103 ultralight segment. The FAA has made it abundantly clear that there are no plans to alter FAR Part 103. In fact, it points to Part 103 as a success story that can offer guidance to industry leaders as they fashion a new set of rules for light-sport aircraft, which KITPLANES®has labeled SportPlanes™. (Under the FAA’s sport pilot/SportPlanes™ plan, manufacturers will arrive at their own consensus standards for airworthiness—a situation successfully achieved by hang glider manufacturers.)
Celebrate Part 103
It lives! And it will live for a long time. I’ve often said that if the magic of Star Trek ever comes and we can beam ourselves around, we will still fly airplanes for fun. The airlines may disappear, but ultralights will still fly, and people will still assemble their own aircraft.
I also find it a sure bet that certain types of light aircraft will continue—even prosper—under the SportPlanes™ proposal. These include flying machines such as hang gliders, single-place ultralights, powered parachutes and paragliders, and light sailplanes.
Several manufacturers of ultralights have told me they will continue to build their Part 103 models, and a few have said they will develop new aircraft that meet the rule.
Hang gliding—now a mature industry with a Big Five group of manufacturers, each from a different country—will continue to sell thousands of gliders a year.
Powered parachutes and their foot-launched siblings, powered paragliders, remain in a growth mode with each group claiming not only to add participants but finding them among the non-flying public. U.S. sales representatives for primary engine supplier Rotax (Bombardier) confirm that powered parachute makers are the largest buyers of engines.
Light sailplanes weighing less than 155 pounds empty are starting to approach the market and can operate in the Part 103 environment.
Who Needs 103?
Most pilots see the allure of factory-built, ready-to-fly, two-seat airplanes capable of cruising at 130 mph (that’s part of the new proposal). Already numerous models are emerging with sleek appearances, surprising roominess, good range, agreeable handling, and many creature comforts.
The downside is that such a machine will cost $40,000-$60,000, according to most industry experts. That may be a quarter to a third the price of Cessna’s least expensive Skyhawk, but it’s at least three to four times the average price of a genuine Part 103 flying machine.
The Part 103 aircraft still won’t require a pilot’s license nor any medical, you won’t have to register your aircraft with FAA or have them inspect it, and you can do 100% of your own maintenance. As long as you abide by a set of regulations that can be printed on both sides of one 8.5×11-inch piece of paper, you have freedom to fly that stands as a marvel of government non-intervention.
But are these aircraft questionable? They have no certification, the pilot may be unlicensed, and maintenance varies widely. They also cannot fly in weather like an IFR-approved GA plane.
All these points are true, but the safety record is simply not significantly different between GA aircraft and ultralights. Pilots do have accidents, and fatalities are suffered, but the numbers are low and compare well with other forms of personal aviation. Part 103 accidents are usually not investigated by the NTSB, so facts are less certain in ultralight incidents.
In Their Own League
Forget prices. Forget regulations. Ignore the safety record for now. Instead, think about why we all fly (or build). We do it because this activity inspires and satisfies us. For the sheer joy of flight, ultralights and other Part 103 aircraft offer special pleasures.
Hang gliders can coast silently along mountain ranges or in thermals, sometimes for hundreds of miles (the world record is well over 400 miles). In the last year, paragliders have also achieved impressive long flights exceeding 200 miles.
Powered paragliders and powered parachutes offer low-level flying that you simply don’t do in other aircraft. They may be restricted to calmer winds but under the right conditions, these machines offer a type of low-and-slow flight that many find delightful. They also take little room to transport and store.
True 103 powered three-axis ultralights (which means single-seat and empty weight less than 255 pounds) have always maintained a respectable share of all ultralight sales because these vehicles are pleasurable to fly. They take off quickly, climb steeply, can maneuver in small areas, land easily on short fields, make marvelous float planes, and cost pennies to operate.
So it’s welcome to sport pilot(once the FAA publishes the final rule). Yet this is not goodbye to Part 103 or homebuilding. The new proposal adds new choices without losing the old ones…and that has to be good.

Published in Kitplanes Magazine

Compress Post ...

Not all light aircraft will fit the light-sport aircraft mold. In light aviation, excitement appears focused on FAA’s proposed Sport Pilot/light-sport aircraft proposal. The proposed rule may hold great promise, but it won’t consume all of light aviation, not by a wide margin. Near and dear to KITPLANES® readers’ hearts is the so-called 51% rule. The legality of building your own plane from scratch or from a kit is in no danger, and it will continue to be a source of satisfaction for many aviation craftsmen. A second safe harbor is the lightly regulated Part 103 ultralight segment. The FAA has made it abundantly clear that there are no plans to alter FAR Part 103. In fact, it points to Part 103 as a success story that can offer guidance to industry leaders as they fashion a new set of rules for light-sport aircraft, which KITPLANES®has labeled SportPlanes™. (Under the FAA’s sport pilot/SportPlanes™ plan, manufacturers will arrive at their own consensus standards for airworthiness—a situation successfully achieved by hang glider manufacturers.) Celebrate Part 103 It lives!

Expand Post ...

New Ultralights at Sun ‘n Fun

By Dan Johnson || Leave a Comment

The Bearcat is the newest offering from Aerolites, Inc.

Flying boats like this Ramphos are versatile, fun and inexpensive compared to most floatplanes.

Air Creation unveiled its new speed wing
at Sun ‘n Fun.

The Italian Stork design is available with Rotax 912 or Jabiru 220 engines for a fast, comfortable cruise.

New ultralights and light aircraft were featured at Sun ‘n Fun
As flying season begins, Florida’s popular Sun ’n Fun airshow brings a focus on new aircraft of all types. Aviation writers review the new machines revealed at the event. Yet many machines are often overlooked in the rush to place the most attention-getting aircraft onto magazine covers and into survey articles. This month, we cover a few ultralights and light aircraft you should find interesting.
While aircraft like Titan’s T-51 Mustang, Just Aircraft’s Escapade, Airborne’s XT and Sabre’s Wildcat garnered lots of attention, designers of other ultralights have also been working hard.
Ramphos
One machine no one had seen before was the Ramphos amphibious trike. Though the amphibious trike concept has been used by numerous other companies, the Ramphos has features the others have lacked such as its counter-rotating propeller.
A prior model required a small vertical tail and distinguished itself by a composite hoop surrounding the propeller arc. However, company officials said new versions were able to drop these appendages for a cleaner look.
Its wheels retract into a fiberglass boat body, although you can obtain a Ramphos without the amphibious gear. Stainless steel is also widely used in the structural frame. This will be welcomed by operators who plan to use the rig in salt water. All Italian-designed Ramphos trikes feature the Hazard wing (which appears to fly beautifully despite its name).
Bearcat
Aerolites, Inc., has been in the business for quite a few years and has attracted a good regional following, enthusiasts say. However, almost everyone who knows the brand immediately thinks of a low-wing model that has been promoted as an agricultural micro-spray crop duster.
At Sun ’n Fun 2003, Aerolites indeed had the spray plane, but directly in front of its display was the Bearcat. This roomy single seater is a high-wing model with a parasol-style wing connection to a Dacron-covered 4130 steel fuselage.
With dual struts running from leading and trailing edges to the fuselage (unlike the usual arrangement which tapers to a single point), Bearcat appears to show its built-tough heritage. Despite the beefy construction, the Bearcat is said to work well with the Rotax 447, although you can use the R-503 as an option.
iXess
Air Creation, based in southern France, is one of the world’s largest aircraft producers with annual sales averaging 300 units. You won’t be surprised to hear that it’s also one of the largest trike builders.
You stay ahead in this business by innovating constantly, and Air Creation has set a high standard for this tactic. When the company with the red trike carriages introduced a new wing at Sun ’n Fun, it was almost expected.
The iXess may become the replacement for the company’s wide line of XP wings (11, 12, 15, and 17 square-meter models). According to company spokesmen, their Kiss wing has lighter handling, while the iXess is for faster flying (like the XPs). Jean-Luc Tilloy, sales director for the U.S. market, says Americans may pronounce it access—perhaps in a nod to American partner and importer John Kemmeries.
Stork
Another striking Italian design is the Stork (different than Storch), represented in the U.S. by American Ghiles Aircraft. The company became known to American pilots by selling the MCR 01 Banbi under the name Lafayette.
Stork has a shapely fiberglass body over a steel frame and is powered by a Rotax 912 or a Jabiru 2200. It has a roomy cockpit and is popular for its huge visibility. With two sizes of wings, the plane is available as the Classic, Highspeed (shortened wing) and Superspeed (separate flaps and ailerons).
What distinguished the plane at Sun ’n Fun was the folded-on-a-trailer display. It showed that you can store the plane in your garage or one side of a conventional hangar. Many pilots found that appealing.
Destiny and Buckeye
Powered parachutes continue their amazing development. While some think sales growth in powered parachutes has peaked, numerous competitors still push to take the idea further.
At Sun ’n Fun, two companies showed dashing new bodies or fairings for their powered parachute models. Destiny’s Fusion used an entirely new airframe with a simplified construction that looked quite robust. Yet it was the smoothly contoured fairing that got the attention of passersby.
Not to be outdone, Buckeye Aviation added a sweeping fairing to the front of its Breeze model. Complimenting the curvaceous lines of the nose pod is the glowing metal flake paint job that matched the finish of the vinyl seats. The Breeze, like the company’s Hornet model, uses fuselage bars that protect occupants in case of mishaps.
Cumulus 2
After a five-year absence, the Cumulus is back as the Cumulus 2. While the basic airframe is similar to the popular motorglider first introduced in the mid-1990s, the wing has changed significantly.
Original designer Jim Collie was killed flying the prototype Cumulus when a delamination of the bonded spar and D-cell structure apparently caused the machine to collapse in flight. Ultralight Soaring Aviation owner Dave Ekstrom put an engineering team together and found a way to fix all the original Cumulus models in the field. Once they are all flying, the company will begin producing the second-generation ultralight.
Ekstrom amazed those who watched him assemble the two wings on-site from a 35-gallon drum that contained all components other than the D-cell and spar. Interest was so strong that Ekstrom ran out of brochures and business cards.

Published in Kitplanes Magazine

Compress Post ...

New ultralights and light aircraft were featured at Sun ‘n Fun As flying season begins, Florida’s popular Sun ’n Fun airshow brings a focus on new aircraft of all types. Aviation writers review the new machines revealed at the event. Yet many machines are often overlooked in the rush to place the most attention-getting aircraft onto magazine covers and into survey articles. This month, we cover a few ultralights and light aircraft you should find interesting. While aircraft like Titan’s T-51 Mustang, Just Aircraft’s Escapade, Airborne’s XT and Sabre’s Wildcat garnered lots of attention, designers of other ultralights have also been working hard. Ramphos One machine no one had seen before was the Ramphos amphibious trike. Though the amphibious trike concept has been used by numerous other companies, the Ramphos has features the others have lacked such as its counter-rotating propeller. A prior model required a small vertical tail and distinguished itself by a composite hoop surrounding the propeller arc.

Expand Post ...

How-to-Buy a Lightplane — Part 3 of 3

By Dan Johnson || Leave a Comment

In the previous two installments, we’ve discussed you, the pilot, and the many types of aircraft choices you have. As we wrap up this series, we’ll put it all together and try to help you narrow your choices to a few models.
Notice the word “try.” It is important that you understand that it is not possible to direct you to the one-and-only best choice of aircraft. Novice buyers often seek assistance but even experienced pilots can become swayed and end up purchasing the wrong aircraft for their needs and desires. Because aircraft purchases are commonly emotional decisions, it is helpful to gain a “second opinion” to help make a more rational choice.
Many years ago, at the beginning of my career writing articles in light aviation, I made a similar attempt to help hang glider pilots choose the right glider. I compared nine contemporary models to an idealized “perfect” glider and through a series of questions much like those below, tried to steer pilots to the one right glider for them.
Some weeks after the article was published, I discovered that most buyers who answered the questions tended to end up with the same wing — a Kestrel, designed by Tom Peghiny (the current director of Flightstar). The Kestrel was a fine, state-of-the-art glider but no model is perfect for everyone.
The error was generated by my own personal desires. Since I tried to help readers pick one and one only glider, I inadvertently lead most pilots to the one I would have chosen. The article, which appeared in the very first issue of Ultralight Flying! (then called Glider Rider), may have been interesting reading but it didn’t serve the hang gliding community as much as I would have preferred. What you’re now reading attempts to improve that long-ago performance.
Despite my best effort, however, you must always remember that since I don’t know you, I probably cannot help pick the one best light aircraft for you. Not only don’t I know you, but we have many more choices than those hang glider pilots of nearly three decades ago.
Instead of the one perfect choice, I will try to help you limit your possibilities to a few aircraft that may meet your desires. Once we’ve narrowed your choices, it will be up to you to make a final decision. It’ll be time consuming to go through the questions and match your responses to the chart, but it should also be fun. Good luck and happy shopping!
“Since You’ve Flown Them All…”
I often get requests from pilots who see that I’ve had the good fortune to fly a great many aircraft. They want me to use my experience to help them choose the right aircraft.
While these pilots may not get the chance to fly all the aircraft that interest them, it is equally true that I simply cannot tell them the one and only aircraft that is best for them. To try would be a disservice.
Instead, what I will attempt below is to create a series of questions that can help you reduce the range of possibilities enough that you end up with a small number of light aircraft from which to choose. Doing so means devising the right questions and then correctly rating the aircraft. Your responses should match those on the chart and lead you toward the correct aircraft. For example, if I ask about your taildragger experience and you say “none,” the article and chart should direct you toward tri-gear planes or those taildraggers that are the easiest to operate. More experienced tricycle pilots might be ready to try taildraggers but newer pilots may be best advised to stay away from them.
No matter how well I do my job, I may not be able to help you correctly. The total number of questions and responses amounted to nearly 2,000 entries. The subtleties of judging each characteristic is a subjective task, and I may change my mind later. As I can work with the reference chart over the years, I should be able to refine the process. In this article, you are reading the first attempt.*
Ultimately, you retain the responsibility for your choice. All I can do is offer my best advice. You should also seek out other qualified help like your instructor, a local expert, or national association, any of whom may be willing to render advice on the advisability of aircraft. One person who may not give you unbiased advice, though, is the seller of any aircraft. Sellers are obviously motivated differently than buyers; it remains a “buyer beware” world. Use care. Take your time. And don’t jump at the first opportunity.
Using the Questionnaire and Chart Together
All questions are multiple choice. It is important that you answer honestly. If you fool yourself with the answers, you will almost surely be directed toward the wrong aircraft. Remember, you aren’t trying to prove anything to me or anyone else. The answers are intended to let you show your individuality but they cannot make you into something you are not. You must be yourself in the question responses.
How should you begin?
First, answer all the questions. You might circle your responses. While your responses to the Pilot questions may remain constant, your Aircraft responses can change to reflect the different appeal of varying models.
Second, by visiting airshows or by using a buyers guide or directory such as Published in Experimenter MagazineAeroCrafter, Ultralight Flying!, Kitplanes, or Flyer, you should pick a few aircraft that interest you.
If you use a marker and highlight those models in the chart, you can focus on your interests and see how your selected models meet your needs. The chart itself is dense reading of columns of numbers. Yet the responses will take meaning when you apply them to aircraft that interest you.
Third and after highlighting the chart with your preliminary selections, compare your responses to those listed on the chart for each model that interests you. You might circle the chart responses when they match your own. Any aircraft with a large number of circles may fit your needs.
To give a couple examples| if you want light handling, but don’t want the very lightest in the category, then you would look for aircraft that have a “3” in column 20. Or if you are willing to assemble your aircraft but want a lower-hour project, you should look for aircraft that have a “2” or “3” in column 8.
It will consume some time to go through the chart in this manner, but since you’re spending $10,000 or more, don’t be hesitant to invest an hour or so. Later this year, I hope to post an electronic version of this chart on the website www.ByDanJohnson.com so the tedious matching of numbers can be done for you by computer. As you answer questions online, a list of matching aircraft will be formed by a database manager, automatically and transparently. At least that’s the plan; for now you’ll have to manually work through the information.
One final thought: If you haven’t taken much instruction yet, my advice is that you finish training and then start looking for an aircraft to buy. You’ll make a far better decision.
Good luck and safe flying!

The PILOT

 

Q1- What is your experience level?
 
Q7- Does your local area dictate special requirements?

1= beginner, no flight experience
2= minimal experience in general aviation or ultralight
3= some general aviation experience, minimal ultralight experience
4= “average” ultralight experience and some general aviation experience
5= extensive ultralight experience and some or extensive general aviation experience
 
1= High density altitude (high elevation, high heat, or high humidity or combination of these)
2= Short runway or approach/departure with obstacles
3= Very cold climate during some months

 
 
 

Q2- What variety of ultralights have you flown?
 
Q8- What building preferences do you have?

1= none
2= ultralight tri-gear experience only
3= three axis experience only
4= ultralight taildragger experience
5= trike and/or other non-three-axis experience
 
1= Prefer only ready-to-fly aircraft; no building
2= Prefer minimal assembly (10-25 hours as in assemble from major components or “field assembly” aircraft such as a trike or powered parachute)
3= Prefer simple bolt-together kit (less than 100 hours)
4= Prefer quick assembly kit (less than 200 hours)
5= Enjoy building, more than 200 hour kit OK
6= Able to handle a bigger project (scratch, plans, complex)

 
 
 

Q3- What licenses/ratings do you have?
 
Q9- Do you have a preference as to materials used in your aircraft?

1= None, but expect to train in ultralights
2= some general aviation experience (no license), but no ultralight experience
3= Ultralight credential (from EAA/ASC or USUA or other), but no FAA license
4= FAA license/medical AND ultralight credentials
 
1= Aluminum tube with Dacron coverings
2= Aluminum tube with dope-and-fabric coverings
3= Welded steel with Dacron or dope-and-fabric coverings
4= Wood structure
5= All-metal
6= Fiberglass
(Note: The above responses do not involve fairing materials or control surfaces)

 
 
 

Q4- Do you have experience with ultralight floats and/or amphibians?
 
Q10- How do you plan to handle maintenance?

1= no
2= limited experience
3= experienced in float/amphibian ultralights
4= experienced in float-equipped weight shift ultralights
5= experience in float/amphibian types AND many conditions
 
1= Need the best support possible from manufacturer or dealer or service center
2= Occasional support needed
3= No support needed

 
 
 

Q5- What usage or “mission” do you expect for most of your flying?
 
Q11- Do you have special physical restrictions or needs?

1= Local or short cross country flying (or in the pattern)
2= Longer cross country flying
3= Regular use on water
 
1= Require easy entry/exit
2= Require large space
3= Require baggage/cargo area

 
 
 

Q6- In what conditions do you expect to fly?
 
 

1= Calm conditions only
2= Winds from calm to 20 mph with moderate crosswinds
3= Winds above 20 mph and significant crosswinds
 
 

 

The Aircraft

 

12- Are you looking for something specific, or do certain configurations appeal to you?
 
Q18- What general description of ultralight are you seeking?

1= High wing conventional
2= Low wing conventional
3= Biplane
4= Trike
5= Powered parachute
6= Powered paraglider or powered hang glider
 
1= Prefer a “standard” or “traditional” ultralight
2= Prefer an unconventional ultralight
3= Prefer an ultralight that is most like a general aviation aircraft
4= Prefer a “vintage” (old-time or old-style) aircraft
5= Prefer an aerobatic aircraft
6= Prefer a soaring aircraft
7= Prefer a training ultralight
8= Need an aircraft that can tow a glider
9= Special commercial need like agriculture or police work

 
 
 

Q13- What seating preferences do you have?
 
Q19- Do you have special storage or transportation requirements?

1= Single seat OK
2= Side-by-side seating preferred
3= Tandem seating preferred
 
1= No special needs
2= Prefer fast breakdown for trailer transport
3= Prefer complete breakdown for cartop or truck carrying.
4= Prefer folding wings for smaller hanger/garage storage

 
 
 

Q14- What enclosure preferences do you have?
 
Q20- What control preferences do you have?

1= No enclosure preferred
2= Front-end fairing preferred (side-by-side or tandem)
3= Front-end fairing plus doors (removable or fixed)
4= Full enclosure preferred
 
1= Prefer docile handling with highly stable characteristics
2= Prefer medium response and lightness
3= Prefer fast response and light handling
4= Prefer lightning fast; may have little control feedback

 
 
 

Q15- What preferences do you have with regard to engine location?
 
Q21- What performance characteristics do you want?

1= Prefer front-mounted engine
2= Prefer pusher engine
 
1= Prefer well-rounded performance qualities
2= Prefer strong climb rates
3= Prefer great slow-speed characteristics
4= Prefer fastest cruise speeds
5= Prefer strong performance in all categories

 
 
 

Q16- How common or different an ultralight do you want?
 
Q22- What engine preferences do you have?

1= Prefer a very common brand/model
2= Prefer something not everyone has but popular
3= Prefer something relatively rare or special
4= Want U.S.-made only (no import)
 
1= Prefer two-stroke, low-consumption engine
2= Prefer two-stroke, higher-power engine
3= Prefer lightest possible engine
4= Prefer four-stroke, low-consumption engine
5= Prefer four-stroke, higher-power engine

 
 
 

Q17- Do you require lots of systems, features, or standard equipment?
 
Q23- What budget fits your finances?

1= Prefer all the “bells and whistles”
2= Prefer good basic equipment; may add other items later
3= Prefer simpler aircraft
 
1= under $7,500
2= $7,500 to $10,000
3= $10,000 to $15,000
4= $15,000 to $20,000
5= over $20,000 is OK

 

AIRCRAFT BUYING CHART…Use with Questionnaire

HOW TO USE THIS CHART:  This chart is not intended for casual reading; it is a reference source. To use| (1) Answer the 23 questions that accompany this chart; (2) Select all aircraft that interest you by referring to industry guides and directories or by visiting airshows-highlight marker the row for each selected model;
(3) Match your responses to the questions with the responses below-circling the matches may help;
(4) The aircraft with the greatest numer of matches may be serve your needs. Please see other notes at the bottom of the chart.

Responses: All appropriate #s shown | “A” = all responses fit | “0” = No response fits | “U” = Undetermined

See note (1) pertaining to list below
Pilot Responses
Aircraft Responses

Model (2)
Brand (3)
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23

Single Seaters

Aero-Lite 103
Aero-Works
2-5
2,3
A
1
1
2
1,2
1,3
2
2
1
1
1
2
2
2,4
1
1,3
2
2
1,3
2
3

Air-Bike*
Team (4)
2-5
4
3,4
1
1
2
1,2
4
3,4
3
1,2
1
1
2
1
2,4
2
1
4
3
1,3
1,2
1,2

Airaile S-14
Rans
2-5
2,3
4
1
2
2
3
4
3
1
3
1
1
4
2
2,4
1
1
2,4
3
1,4
2
3

Aventura UL
Arnet Pereyra
4,5
3,4
3,4
3
1,3
2
0
3
1
2
3
1
1
2
2
2,4
2
1
2
2
1
2
4

Challenger
Quad City
A
1-4
A
1
1,2
2
A
3,4
1,2
1
A
1
1
3
2
1,4
2
1
2
2
1
2
2

Champion
Avid Aircraft
4,5
4
4
1
1,2
2,3
1,2
5
3
2
1,3
1
1
2
1
2,4
2
3
4
4
1
2
3

Coyote I, S-4
Rans
2-5
4
4
1
1
2
1,2
3,4
1,2
1
3
1
1
3,4
1
1,4
2
1
2,4
3
1
2
3

Dragonfly
Moyes Microlights
4,5
4
3,4
1
1
2
1,2
1,5
1
2
1
1
1,4
1
2
3
2
2,8
2
2
2,3
2,5
5

Drifter DR447
Leza-Lockwood
2,3
4
3,4
1-3
1,3
2
1,2
4
1
1
1,2
1
1
2
2
1,4
2
1
1
2
1,4
2,5
3

FireFly
New Kolb
2-5
3,4
3,4
1
1
2
1,2
5,6
3
2
1
1
1
2
2
2,4
3
1
4
3
1,2
2
2

FireStar I
New Kolb
2-5
3,4
3,4
1
1
2
1,2
5,6
3
2
1,3
1
1
2,3
2
1,4
3
1
4
3
1,2
2
2

FP404 (biplane)
Fisher
2-5
4
3,4
1
1
2
1,2
6
4
2
3
3
1
2
1
2,4
2
4
1
1
1,3
2
1

GT 400
Quicksilver Mfg.
A
1-3
A
1-3
1,3
2
1,2
3
1
1
1,2
1
1
2
2
1,4
1
1
2
1
1,3
2
3

Hawk Arrow or Plus
CGS Aviation
A
1-4
A
1-3
1,3
2,3
A
3,4
1-3
2
A
1
1
4
2
1,4
2
1
4
2
1
2
3

Hurricane
Hy-Tek
2-5
1-3
A
1
1
2,3
1,2
1,4
1
2
2
1
1
2
1
2,4
2
1,5
2
2
1
2
2,3

Javelin
Capella Aircraft
2-5
4
3,4
1
1
2
1,2
1,3
3
2
1,2
1
1
2
1
3,4
1
1
2
2
1
1,2
1

Kitfox Lite
SkyStar
2-5
4
2-4
1
1,3
2,3
1,2
1,4
3
1
1,3
1
1
2
1
1,4
3
1
4
2,3
1
2
4

Koala FP202
Fisher
2-5
4
3,4
1
1
2
1,2
6
4
2
3
1
1
3
1
2,4
2
3
1
1
1
2
1

Max 103*
Team (4)
2-5
4
3,4
1
1
2
1,2
5
4
3
0
2
1
2
1
2,4
2
1
4
3
1,3
1,2
1,2

miniMax*
Team (4)
2-5
4
3,4
1
1
2
A
5
4
3
0
2
1
2,4
1
2,4
2
1
4
3
1,3
1,2
1,2

Mustang 5151
Loehle
2-5
4
2-4
1
1
2
1
6
4
2
0
2
1
4
1
3,4
2
4
1
2
1
2
3

Parasol
Loehle
2-5
4
3,4
1
1
2
1,2
5
4
2
0
3
1
2
1
3,4
3
4
1
1
1
2
1

Phantom X-1
Phantom Aircraft
2-5
1-3
A
1
1
2,3
1,2
1,4
1
2
2
1
1
2
1
2,4
2
1,5
2
2
1
2
2

Sky Baby FP-606
Fisher
2-5
1-3
A
1
1
2
A
6
4
2
1,3
1
1
4
1
2,4
2
1,3
1
1
1
2
1

Sky Raider
Flying K
2-5
4
2-4
1
1,3
2,3
A
1,4
3
2
1,3
1
1
3
1
2,4
2
1
4
3
1
2
3

Slingshot
New Kolb
4,5
4
3,4
1
1
3
A
5
3
2
1
1
1
3
2
3,4
2
1,3
4
4
5
2,5
3

Spad
Loehle
2-5
4
2-4
1
1
2
1,2
3
2
2
0
3
1
2
1
3,4
3
4
1
2
1
2
3

Sparrow Sport Special
Carlson Aircraft
2-5
4
3,4
1
1
2,3
A
5
3
2
A
1
1
4
1
3,4
2
1,5
4
3
5
2
3

Sparrow Ultralight
Carlson Aircraft
A
1-3
A
1
1
2
3
1,5
3
2
A
1
1
4
1
2,4
1
1,3
4
1
1
2,3
2

Sport 1000
M-Squared
A
1-3
A
1-3
1,3
2,3
1,2
3
1
1
1
1
1
1
2
1,4
2
1
2
1
1,3
2,4
3

Sport or Sprint I
Quicksilver Mfg.
A
1-3
A
1-3
1,3
2
1,2
3
1
1
1
1
1
1
2
1,4
2
1
2
1
1,3
2
2

Sprint 1000
M-Squared
A
1-3
A
1-3
1,3
2
1,2
3
1
1
1
1
1
1
2
1,4
1
1
2
1
1,3
2
3

Stinger S-17
Rans
2-5
4
2-4
1
1
2
1,2
4
3
1
1,2
1
1
1,2
2
2,4
2
1
4
2
1,3
1,2
3

T-Bird I
Golden Circle
A
1-4
A
1-3
1
2
A
3
1
2
1,2
1
1
2,3
2
2,4
1,2
1
2
1
1,3
2
3

Talon
Sport Flight
2-5
4
2-4
1-3
1,2
2,3
1,2
4
1
2
1,2
1
1
2
2
2,4
1,2
1
2
2
1,3
2
3

Thunder Gull J
Earthstar Aircraft
2-5
2,3
2-4
1
2
3
A
4
5
2
3
1
1
4
2
2,4
1,2
1,5
1
3
5
2,4
3

Tornado
Titan
2-5
2,3
2-4
1-3
2
3
A
5
5
2
3
1
1
4
2
2,4
1,2
1,5
1
3
5
2,4
3

Weedhopper
Weedhopper USA
A
1-3
1-3
1
1
2
2
2
1
2
0
1
1
1
1
2,4
3
1,4
2
1
1,3
1,2
1

Two Seaters

Airaile S-12
Rans
2-5
2,3
3,4
1
1
2
A
5
3
1
A
1
2
3,4
2
1,3
1,2
1,7
4
2
1
2,5
3

AirCam (twin engines)
Leza-Lockwood
5
4
4
1,3
A
2,3
1,2
5
1+4
1
A
1
3
2
2
3,4
1
1,9
1
1
5
2,4
5

Aventura II
Arnet Pereyra
2-5
3,4
3,4
3,5
3
2
1,2
4
1
2
A
1
2
2
2
2,4
2
1,7
2
2
1
2,4
5

Beaver
ASAP
2-5
2,3
3,4
1,3
1
2
1,2
4
2
2
1,2
1
3
2,3
2
1
2
1
2
2
1
2
3

Capella
Capella Aircraft
2-5
3,4
3,4
1
1,2
2,3
A
5
5
2
A
1
2
4
1
2,4
1
1
4
3
5
5
4

Challenger II
Quad City
2-5
2,3
3,4
1,3
1,2
2
A
4,5
1,2
1
1,2
1
3
3
2
1,4
2,3
1
2
2
1,3
1,2
1,2

Chinook Plus 2
ASAP
2-5
3,4
3,4
1,3
1,2
2
A
4
2
2
1,2
1
3
3
2
3
2
1
2
2
1
2,4
3

Classic
Fisher
2-5
3,4
3,4
1
1
2
1,2
5
4
2
0
3
3
2
1
2,4
2,3
4
2
2
1,3
2
2,3

Coyote II
Rans
2-5
2-4
3,4
1,3
1,2
2
A
5
1,2
1
2,3
1
2
3
1
1,4
1,2
1,7
4
3
1
4
4

Drifter XP503/Super
Leza-Lockwood
2-5
3,4
3,4
1,3
1
2
1,2
4
1
1
1,2
1
3
2
2
1,4
2
1
1
2
1,3
2,4
4,5

FireStar II
New Kolb
2-5
3,4
3,4
1,3
1
2
1,2
5
3
2
2
1
3
3
2
1,4
2
1
4
3
1,2
2
3

Flightstar IISL & IISC
Flightstar
2-5
2,3
3,4
1,3
1,2
2
A
4
1
1
1,2
1
2
2,3
1
1,4
1,2
1,7
4
2
1
2,4
4

GT500
Quicksilver Mfg.
2-5
2,3
3,4
1,3
1,2
2
A
4
1
1
2
1
3
3
2
2,4
1,2
1
2
2
1
2,4
5

Hawk
CGS Aviation
2-5
2-4
3,4
1,3
1,2
2
A
5
1,2
2
2
1
3
3
2
1,4
2
1
2
1
1
2
4

Hornet
U.S. Light Aircraft
2-5
2,3
3,4
1
1,2
2
1,2
5
2
2
1,2
1
3
2
2
3,4
1,2
1
2
2
1
2,4
4

Mark III
New Kolb
2-5
3,4
3,4
1,3
1
2
1,2
5
3
2
1,2
1
2
3
2
1,4
2
1
4
3
1,2
2,5
3

*
Revelation
Slipstream
2-5
2,3
3,4
1,3
1,2
2
1,2
4
1
2
1,2
1
2
2
2
2,4
2
1,7
2
U
U
2
3

SkyWatch
Legend Lite
2-5
2,3
3,4
1,3
1
2
A
4
2
2
2
1
3
3
2
3
2
1
2
2
1
2
4

Sport or Sprint II
Quicksilver Mfg.
2-5
2,3
3,4
1,3
1
2
1,2
3
1
1
1
1
2
1
2
1,4
3
1,7
2
1
1,3
2
3

Talon XP
Sport Flight
2-5
3,4
3,4
1,3
1
2
1,2
4
1
2
1,2
1
3
2
2
3,4
2
1
2
2
1,3
2
3,4

T-Bird II
Golden Circle
2-5
2-4
3,4
1,3
1
2
A
3
1
2
1,2
1
2
3
2
2,4
2
1,7
2
1
1,3
2,5
4

ThunderGull (2 models)
Earthstar Aircraft
2-5
2,3
3,4
1
1,2
2,3
A
5
5
2
A
1
2,3
4
2
3,4
2
1,7
1
3
1,4
2,4
4

Tornado
Titan
2-5
2,3
3,4
1,3
1,2
2,3
A
5
5
2
0
1
3
4
2
2,4
2
1,5
1
4
5
2,4
3,4

Ultra Pup
Preceptor
2-5
3,4
3,4
1,3
1,2
2,3
A
5
3
2
2,3
1
3
3
1
3,4
2
1
4
3
1,2
2,5
4

X-Air
Rand Kar
2-5
2,3
3,4
1
1
2
A
3
1
2,3
2
1
2
3
1
3
2
1,7
2
2
1
2
3

Trikes (includes 1- and 2-place)

Aerotrike Safari
Rainbow
2
5
1,3
1
1,2
2
1,2
1,2
1
2
1,2
4
3
1
2
3
2
2
3
1
1
2,4
3

Antares 447, 503, 582
Aeros
2
5
1,3
1
1,2
2
1,2
1,2
1
2
1,2
4
3
2
2
3
2
2
3
1
1
2
3,4

Buggy
Air Creation
4
5
3
1,4
1,2
2
1,2
1,2
1
1,2
1
4
1,3
2
2
1
1
2
3
2
3
2
4

*
DFS (convertible)
Spartan
4
5
3
1
1
2
2
1,2
1
2
1
4
1
2
2
3,4
2
2
3
U
3
3
3

Edge
AirBorne
2
5
1,3
1
1,2
2
1,2
1,2
1
2
1,2
4
3
2
2
3
2
2,8
3
1
1
2
3

Maverick
North Wing
2
5
3
1
1
2
1,2
1,2
1
2
1
4
1
2
2
3,4
2
2
3
3
1
2
2

Phase II
Cosmos
2
5
1,3
1,4
1,2
2
1,2
1,2
1
1,2
1,2
4
3
2
2
1
2
2,8
3
1
1
2
4

*
Quantum
Pegasus
2
5
3
1
1,2
2
1,2
1,2
1
1,2
1,2
4
3
2
2
2
1
2
3
U
1
2,5
3

Racer (w/ XP11 wing)
Air Creation
4
5
3
1,4
1,2
2
1,2
1,2
1
1,2
1
4
1
2
2
1
2
2
3
3
3
2
2

Sabre Elite
Sabre
2
5
1,3
1
1
2
1,2
1,2
1
2
1,2
4
3
1,2
2
1,4
2
2
3
1
1
2
2,3

Samba
Cosmos
4
5
3
1
1
2
2
1,2
1
1,2
1
4
1
1
2
1
3
2
3
3
3
3
3

SkyCycle
Lookout Mtn. F.P.
4
5
3
1
1
2
2
1,2
1
2
1
4
1
1
2
3,4
3
2
3
3
3
3
1,2

*
Tukan
Kemmeries
2
5
1,3
1
1
2
1,2
1,2
1
2
1,2
4
3
1
2
3
2
2
3
U
1
2
2

Powered Parachutes

Discovery 582
Para-Ski
1
5
1
1
1
1
1,2
1,2
1
2
1,2
5
3
1
2
3
1
2
3
1
1,2
2
4

Falcon 582
Buckeye
1
5
1
1
1
1
1,2
1,2
1
1,2
1,2
5
1
1
2
1
2
2
3
1
1,2
2
3

*
SkyTrike
Daiichi Kosho
1
5
1
1
1
1
1,2
1,2
1
2
1,2
5
1
1
2
3
3
2
3
U
3
3
2

Powered Hang Gliders

*
Mosquito
Swedish Aerosport
4
5
3
0
1,2
2,3
2
1
1
2
0
6
1
0
2
3
3
2
3
U
3
3
1

NOTES:

(1)
This list is mostly limited to aircraft evaluated by Dan Johnson due to the restricted time available before deadline and the author’s desire to present first-hand information. Aircraft not yet evaluated are marked with a “*” symbol. The list was further shortened by eliminating some models which are very similar to a model listed here. Some models no longer in manufacture were also deleted. Many other fine aircraft are available and should receive the buyer’s consideration; refer to guides found in AeroCrafters, Ultralight Flying!, Kitplanes, or Flyer for further information. On-going efforts to add to this list and to include models not yet evaluated (but therefore with some responses not completed in the interest of fairness and honesty) will be featured online at www.ByDanJohnson.com

(2)
Models listed alphabetically. Model names use a name that best identifies this model and may not conform precisely to factory name.

(3)
Brand names shortened as possible. Brand names can change when companies buy or sell designs.

(4)
Team brand aircraft are included, however, the company is in reorganization at this time and continued production is not certain.

DISCLAIMER:

This chart is intended to be only one part of investigation prior to making a purchase and cannot assure any pilot will be successful and safe while operating any aircraft. It represents the opinions and observations of the author and may not provide definitive advice for all buyers. Seek other sources of advice as well. Chart will be updated online at www.ByDanJohnson.com/BuyChart as possible.

Published in Experimenter Magazine

Compress Post ...

In the previous two installments, we’ve discussed you, the pilot, and the many types of aircraft choices you have. As we wrap up this series, we’ll put it all together and try to help you narrow your choices to a few models. Notice the word “try.” It is important that you understand that it is not possible to direct you to the one-and-only best choice of aircraft. Novice buyers often seek assistance but even experienced pilots can become swayed and end up purchasing the wrong aircraft for their needs and desires. Because aircraft purchases are commonly emotional decisions, it is helpful to gain a “second opinion” to help make a more rational choice. Many years ago, at the beginning of my career writing articles in light aviation, I made a similar attempt to help hang glider pilots choose the right glider. I compared nine contemporary models to an idealized “perfect” glider and through a series of questions much like those below, tried to steer pilots to the one right glider for them.

Expand Post ...

How-to-Buy a Lightplane — Part 2 of 3

By Dan Johnson || Leave a Comment

FACING THE BUYING DECISION, PART II
Last time we discussed the pilot (you!); this time we discuss the many types of aircraft choices you have. In the last installment, we’ll put these together and help you narrow your choices to a few models.

What Kind of Pilot Are You?
Let’s just say you actually know yourself. While this sounds like a comment that deserves a “Duh!” response, don’t be too quick to judge. If every pilot or buyer of aircraft knew what they needed or wanted, my job would be easier. But it isn’t so. Most pilots know something about what they want, but many don’t have enough information to make the best decision.
Some readers are “experts.” A good many ultralight or light plane enthusiasts have been around long enough and owned enough variety of ultralights to know what they like.
These veteran sport aviators represent a lot of combined experience. If you’re new to ultralight flying, I strongly encourage that you seek out local experts. They can be your very best source of information because they know you. (However, as I reminded you last time, remember that anybody selling any aircraft — whether their own or one they represent — has a bias that you must not overlook. This does not mean their advice isn’t worthy, but you must consider their position.)
Be Honest with Yourself
The subject of who you are, pilot-wise, was discussed in the first installment of this three part series on buying an ultralight or light aircraft. If you are new ultralight pilot, you should start there (see Experimenter, August 1999, page 7).
To make this second installment more useful, I will refer to categories raised in the first series. I’ll try to remind you of the pilot part of the decision as I attempt to show specific makes and models that address what YOU, the pilot, wants or needs. (Though it will be helpful for you to read the first article, it isn’t mandatory.)
In the concluding third installment, I’ll try to put it all together… that is, I’ll try to link you up with a few of your best choices of ultralights. This information will be no better than the accuracy of your own answers about yourself and the type of ultralight or light plane you want or need. That is to say, if you are true to yourself when you go through the first two article installments, the third should help you narrow your choices to a few aircraft. If you fool yourself, you’ll fool me, too, and all bets are off as to the quality of my advice. Fair enough?
Choices, Choices, Choices
Ain’t America great? Your problem is trying to choose between many aircraft that might serve your desires. Around the world, most people don’t have this problem. For many reasons, from cost, to regulations, to lack of availability, most people who might like to fly ultralights or light planes can’t do so. We’re lucky indeed. Our big challenge is to pick the RIGHT airplane from a rather long list.
In order to keep this series of articles shorter and more readable, I will present about 80 choices among aircraft. The total list is at least twice that many and can approach three times that many depending on how you decide what qualifies.
I’ve deliberately limited the number of aircraft that I’ll refer to in this second installment. I am not excluding other designs because they are the wrong choice. Instead I will refer to only those with which I’ve had direct, first-hand experience, and those which have found a recognizable share of the American market. If I were able to update this series of articles, I would add a few new designs each year and eliminate some that have dwindled in popularity or disappeared outright.
I have also ignored many excellent international brands. Europe is particularly is rich in designs Americans have never seen. Most buyers don’t want to be the importer as it carries extra duties and we have plenty of choices here in USA. So, I’ve left out virtually all international brands that are not actively represented here. Even some Canadian designs aren’t discussed unless they enjoy a visible presence in the U.S. market.
If you own or represent a brand that didn’t get mentioned, please don’t feel slighted. The article simply had to be limited in size and I used my judgment as to the brands and models in which I perceive the greatest interest by the flying community. If you are reading this article much after the end of 2000, it is surely dated.
So, Up We Go
One more point bears explaining. In the following seven categories, some aircraft qualities deserve mention in more than one category. Trying to keep the article shorter, I did not cross index between categories. For example, under “Type of [Pilot] Experience,” no mention is made of three-axis versus weight shift control as that discussion appears under “Personal Preferences.”
Question 1 – Depth of Experience:
– Beginners
– Those trading up
– Those transitioning from other aircraft types
Fortunately, most ultralights and light planes can be handled by relative beginners. A few are clearly “move up” models, but less than you’d think.
For those just starting in ultralight flying, a few brands stand out in my mind. Among basic kits, beginners may focus on Aero-Lite 103, Sparrow UL, Hawk, FP606, T-Bird I, Challenger, GT400, and Quicksilver Sprint or Sport. One defining quality of these choices is that, besides have very straightforward flight characteristics, they are all tri-gear (or available that way) because tricycle gear brings the simplest landing qualities. I did not include any trikes or powered parachutes. For most U.S. pilots trikes will require trike instruction and it isn’t uniformly available. Conversely, while powered parachutes are primarily bought by newcomers (70% non-pilots according to market leader, Buckeye), they don’t all employ standard control characteristics. Powered parachutes make good starter aircraft but they may not prepare you well for other aircraft types.
For most beginning pilots, the conventional flying, three-axis, tri-gear models may be the best all-around choice. Certainly, however, if the look of trikes or powered parachutes interests you, you should pursue them if instruction is available. Since America is a big country and since aviation is not a huge enterprise, you should be prepared to travel to obtain instructions. Flying from one part of the country to another to get the best training is not a bad idea because it may not take too long. A one week vacation — say in Arizona or Florida where the weather is generally good — may be enough to get you to solo. This is not true in general aviation where weeks or months may be required. Once you’ve soloed you should join a local club where you can get further feedback and advice while you build your skills.
For those with some background and ready for a move up from the above designs, a few that may be interesting include Champion, Javelin, Thunder Gull, Sky Raider, Hurricane, Slingshot, Phantom, S-9, S-14, the Talon, Kitfox Lite, Hiperlight, or Tornado.
Pilots with time logged in simpler ultralights may want to make the jump to a trike for several reasons including portability, performance, utility in several ways, or just to have something different.
Those with specialized interest may also want to consider Aventura — or any number of ultralights on floats — for water-based flying. Others may want the look of old-time aircraft and they can examine several models from Fisher, Loehle, or others.
General aviation pilots used to Cessnas and Pipers may be best advised to stick with aircraft offering conventional controls, tri-gear, and faster speeds as these will most closely match what they’re used to flying. However, some GA pilots are looking at ultralights to do a different kind of flying. Many airline jockeys fly ultralights because they’re fun.
A piece of advice for any GA pilots is to get at least some ultralight instruction. Your Cessna or Piper (or airliner!) will not fly like these light machines. Ultralight takeoffs seems sudden, climb angles are steeper, roll rates are slower, the openness of a cockpit (or lack of side fuselage) may throw these pilots, and stalls feel the same but don’t lose nearly the same amount of altitude.
Questions 2 – Type of Experience
– Cross-over Factor (UL to GA or reverse)
– Amphibious or Float-Equipped
– Taildragger
Immediately, you can perhaps see how the categories overlap. Your background of experience affects your purchase.
A general aviation pilots with thousands of hours can be expected to make the transition to an ultralight or light plane relatively easily. Or is that true? It depends on attitude, too. A 7,000-hour pilot with a closed mind will struggle to make an ultralight do what his Bonanza did, and he may not succeed. However, a 100-hour newly licensed Private Pilot may be more receptive to the transition process. If you like “how it has been,” you should stick with something common to your experience. GA pilots may want to stick with the Champion, FireFly, FireStar, Kitfox Lite, Stinger, miniMax, Air-Bike, or Drifter (if they have taildragger experience) and the Aero-Lite 103, Sparrow, Hawk, T-Bird, Airaile, or Tornado if not.
Clearly your background influences what type of control system you prefer. Someone with extensive three-axis experience may not want to learn weight shift, however fascinating that method may be. Many pilots don’t want to go through the beginner process again, an understandable though limiting attitude. Conversely, those who start in powered parachutes may never choose to try conventional three-axis ultralights.
By now, you may have cleverly observed that I’ve omitted many two seaters. Some GA pilots are looking at ultralights because they can keep flying after losing their medical. Others still have licenses and want two seats. The former group will be happy to find many good choices of Part 103-capable ultralights but you need to ask questions of the manufacturer to assure your particular aircraft will make the weight (usually the toughest requirement to fulfill).
Licensed GA pilots who want two seaters might consider the Beaver, Capella (with tri-gear), Hawk, Thunder Gull, Flightstar, Challenger, Coyote II, Revelation, Mark III, X-Air, Tornado, or Hornet.
Two seaters meeting an alternative interest for modern GA pilots include the Fisher Classic biplane, Preceptor, Aventura II, Drifter (2-seater), or open-cockpit Quicksilver or Sport 1000. Some licensed GA pilots will want the “ultimate ultralight,” the twin-engined Air Cam, but such an aircraft will generally be bought only by knowledgeable pilots.
Floatplane flying is a highly desirable activity that actually works better in ultralights or light planes than in general aviation (because it’s much less hard on the airframe). If float flying interests you, many choices await you because most manufacturers have added straight or amphibious floats to their planes and even some trikes. Only the Aventura is a successful amphibian-hull lightplane and other choices demand a conversation with factory personnel to determine advisability of float operations. If the manufacturer has no experience to offer, then you’ll be the “test pilot,” a job most of us don’t want.
Taildraggers are also different in ultralights and light planes. They are generally easier to handle than general aviation taildraggers. The reasons are slower speeds at takeoff and landing plus flatter deck angles. The easiest taildraggers I’ve flown — requiring almost no transition — include the Hawk, FP202 and 404, Sky Raider, FireFly and FireStar, Parasol, Stinger, Talon, and Air-Bike.
Question 3 – Personal Preference
– Physical (entry, seating, dimensions)
– Open or Enclosed
– Part 103 or Trainer
– Building Evaluation
– Uniqueness factor (see genre)
– Maintenance Availability
– Features & Systems (laden or spartan)
– Genre (Vintage, Modern UL, Unconventional UL, GA-like)
– Control (3-axis, Weight shift, Other)
– Storage Features (Folding Wing, “Unplug,” Tear Down, None)
Now we have to get personal. In truth, we won’t get too personal here, but you must remember an article like this cannot address each reader on a personalized basis.
For those with disabilities or other physical restrictions, entry/exit ease are genuine considerations. Those that are easier include the Aero-Lite 103, Javelin, Hawk, Sky Raider, T-Bird (without doors), Drifter, FireFly or FireStar, Dragonfly, Challenger (without doors), GT400, Quicksilver, Sport 1000, and Stinger. Many otherwise fine airplanes can be tough to get in without twisting and turning. More challenging aircraft to enter/exit include the Mitchell Wing, Thunder Gull, Hurricane, some Loehle models, Phantom, and Tornado.
If you’re quite large, you may want to pay particular attention to any tandem two seater as they offer the most elbow room. A few aircraft seem built for big folks including Challenger, Hawk, T-Bird, Drifter, Talon, Beaver, Chinook, SkyWatch, Revelation, AirCam, Hornet, at least the front seat of most trikes, and virtually every powered parachute.
One of the easiest separations you can make involves the openness of the cockpit. Flyers with experience only in enclosed cockpits may not want the open quality of many ultralights. Even those with windscreens and nose pods may not offer enough protection for the inside crowd. You must judge for yourself whether an aircraft meets your need in this area. All I would add is to reconsider your attitude; open cockpit flying in a slow-flying ultralight can be a thing of joy. One way to help you differentiate is to eliminate faster flying aircraft that are not enclosed.
If you’ve lost your medical, you need a Part 103-compliant ultralight. Even those so advertised don’t always make the grade and especially this is true of the buyer (you) loads the plane up with accessories. If an ultralight qualifies with a Rotax 447 or 2si 460F-35 engine, it may not qualify if you take the Rotax 503 option. Some models claim they make Part 103 definitions by using the Rotax 277 engine that is only available on the used market. However, some manufacturers have worked hard to assure a powerful airplane meets FAA requirements. Some good examples are the Aero-Lite 103, Javelin, Hawk, T-Bird, Hurricane Ultra 103, Firefly, Phantom, N-3 Pup, Challenger UL, MX Sport and Sprint, Kitfox Lite, Hiperlight, Max 103, Weedhopper, and several single place trikes or powered parachutes. Those willing to become instructors approved under the EAA, ASC, or USUA programs can fly a large number of two seaters under the exemption to Part 103 but these aircraft are to be used for instruction only. All others require N-number which demands a valid FAA license with current medical.
You’ll have to judge for yourself if you are a builder or a build-to-fly buyer. If you like building, nearly all doors are open to you except you may not want the quick kits. The rest of us who would really rather fly than build may want to focus on the fastest kits. I’m not a builder myself, but having spoken to many builders I think I can label the following group as among the easiest (though this list is not comprehensive): Aero-Lite 103, Mitchell Wing, T-Bird, Hurricane, Phantom, Challenger, GT400 and MX series, Sport 1000, and Stinger. The Aero-Lite 103, Stinger, and the Kitfox Lite are available as fully factory built, in a surprisingly rare situation allowed under Part 103. Some other companies are willing to fully build one of their 103 models for you at additional cost. In addition, if you read their literature closely you’ll find many kit companies offer fast-build options that can hasten your first flight, of course, at extra expense.
If you want something unique, you have two obligations. First, page through one the industry buyer guides to see what strikes your fancy. Secondly, visit airshows, read magazine reports, and scan the too-rare industry surveys to see what is common or unusual. Rather than try to be different, I recommend you merely stick with a concept you like and don’t worry about others who have them. Also remember that the more scarce a plane is, the harder it may be to get it serviced. Uniqueness comes with a price.
If you don’t want to do your own maintenance (like me), then you have a different challenge. Forget uniqueness. What you want is probably commonplace like the Quicksilver MX series that almost anyone might help you maintain or repair. Other than this one brand, the next most likely choice will be an aircraft sold by a local dealer who offers service. Given good local support, you can use this article to pick the best choice among those offered by your nearby aircraft representative. Engine and instrument (though not airframe) maintenance can be conducted by long distance but you must add down-time for shipping.
If you must have a Part 103 aircraft, get used to one with few optional features. With few exceptions, a 103 definition ultralight will be quite spartan to stay within the 254-pound weight limit (not including weight allowed for emergency parachutes or floats). However, some single place trikes or powered parachutes will allow you to add accessories as you like. Look for empty weights in the 200-240 pound range and don’t expect to find many.
If you are motivated by specialty, niche, or genre aircraft, then you must spend some time looking at buyer guides or going to airshows. These airplanes will identify themselves to you by their appearance and since this is a highly personal category, I have little to offer. You must use other criteria to narrow your choice to the perfect nostalgia, aerobatic, soaring, or other special aircraft segment.
In the area of control characteristics or handling, we have another intimately personal area. What is good for one pilot is bad for another in so many cases that it does not pay for me to try to advise you. However, some easy selections are available. If you want three-axis, you’re in luck. We have many. The trouble is, they aren’t all identical in control characteristics. For the most conventional of three-axis handling, I suggest you stick with the Aero-Lite 103, Beaver, Chinook, Capella, Aventura, any Flightstar model, Sparrow, Hawk, Thunder Gull, any Fisher airplane, Sky Raider, Hurricane, any Kolb, any Loehle, Phantom, N-3 Pup, GT-400, Coyote, Kitfox Kite, Talon, X-Air, Air-Bike or miniMax, Hornet, or Tornado. Even some of these won’t seem exactly like a general aviation airplane mainly as the speed ranges are lower where control surfaces act somewhat differently.
Aircraft with clearly different handling qualities include all trikes, all powered parachutes, the Mitchell Wing, many float planes, the Dragonfly, Weedhopper, and, of course, all forms of foot-launched powered paragliders or powered hang gliders.
Some otherwise conventional-flying aircraft give you an unusual perspective. For example, in the Drifter, Thunder Gull, Talon, Tornado, or Stinger, you sit so far out in front of the wing that you have less references and this may affect some pilots negatively. Conversely, for someone seeking “something different,” this forward seating may fit the request.
Finally in our personal category, your needs about storage of the aircraft can help you choose. Those with full-sized, wide-door access hangars at airports can choose anything. However, many people interested by ultralights want to hold costs down and other storage options can help.
Aircraft with quick-folding wings include the Champion, Sky Raider, N-3 Pup, Kitfox Lite, Air-Bike, Flightstar, any Kolb, RANS models that can use their folding wing retrofit kit, all trikes, all powered parachutes, all powered paragliders, and powered hang gliders. In many cases the folding operation can be done by one person.
Virtually any ultralight can be disassembled in 45 minutes to hour, sometimes less. But these efforts require bolt unthreading and packing efforts to transport them safely. Usually two or more persons are needed.
The Mitchell Wing folds in somewhat more time and unconventionally but can transport well in that mode. Trikes and powered parachutes can sometimes be carried two or more to a vehicle.
Question 4 – Usage
– Local and Short XC
– Longer Cross Country
– Water-based (Ski-based)
– Soaring
– Training
– Other Work Purpose
If you want to enjoy flying within, say, 50 miles of your home field, then just about any ultralight or light plane can suffice. Few are too fast for such “limited” use. In fact, this is how most ultralights are used, according to industry surveys.
Those who want to go farther need either more patience and time or a faster aircraft. Part 103 machines are limited to 63 mph at max rpm, but others can run away. Swifter ultralight-type aircraft include Thunder Gull, S-9, S-14, Tornado, Capella, Coyote, and Hornet. Many can operate in the 70-90 mph range, but some cannot. The slower range of ultralights include the Aventura UL, Sparrow UL, FP202, T-Bird, FireFly, Drifter, Breese, Dragonfly, GT400, Quicksilver MX Series, Kitfox Lite, Max 103, Weedhopper, single-surface wing trikes with smaller-engines, plus all powered parachutes, paragliders, and hang gliders.
While most ultralights could be fitted with floats, you’ll need to speak to the manufacturer to find out how much development has been done on which models. However, some aircraft have long histories of successful float operations, including the Aventura (1 and 2-place) models, Hawk, T-Bird, FireStar and Mk. III, Drifter series, Challenger (1 and 2-place) models, GT-400 and 500 plus all Quicksilver models, Kitfox, Tornado, Beaver, Chinook, and Flightstar. Air Creation and Cosmos have both developed floats for trikes. While powered parachutes generally aren’t used with floats, Canadian maker ParaSki has flown this way.
Question 5 – Weather
– Wind Velocity Restrictions
– Crosswind Restrictions
– Temperature
As ultralights evolved from the simplest early models, they gained weight and used larger engines. Today the average ultralight can zip along at faster speeds and has crisp enough control to better handle windy conditions. Virtually all models can be handled by experienced pilots in winds of up to 20-25 mph without undue difficulty — though most flying is conducted well below this wind speed. In many cases gusty conditions are more challenging as some ultralights respond more slowly to control input (party a function of the slower speeds compared to general aviation aircraft).
Some aircraft are simply more fun below the 20-25 mph windspeed level and these might include Aero-Lite 103, Mitchell Wing, Aventura, Sparrow UL, FP202, 404, and 606, T-Bird, Parasol, Air-Bike, and Weedhopper. A factory pilot could still fly these planes in stronger conditions. In fact, the bigger issue is crosswind operations.
Most trikes — at least those with double surfaced wings — are fine in stronger winds as long as a heavy crosswind isn’t part of the conditions. In fact, trikes handle windy, gusty conditions as well or better than most fixed wing designs. Powered parachute and paragliders are definitely low-wind aircraft, far below 20-25 mph. However, most hang gliders can handle winds without much problem and because powered hang gliders are foot landed, they don’t face much problems with crosswinds either.
If you live in a cold climate, you can either stop flying in winter or rely on good clothing and an enclosure on your plane. Its easy to eliminate the open cockpit airplanes but others are harder to judge. Of those with a windscreen and nose pod (therefore the somewhat warmer variety of ultralight), some don’t lend themselves to fuller enclosure or can’t afford the extra weight under Part 103. These include Aero-Lite 103, Javelin, Hurricane, Firefly, Drifter, Parasol, Dragonfly, Quicksilver MX series, Stinger, Air-Bike, Weedhopper, Revelation, AirCam, all trikes, powered parachutes, powered paragliders, and powered hang gliders.
Moving out of Part 103-compliant aircraft, you have many more choices to address issues of weather and the next category involving performance requirements at your home field. For example, most two seaters do offer full or at least more-full enclosures.
Question 6 – Locale
– Elevation/Humidity (Density Altitude)
– Runway/Approach
– Populated or Sparse
Any lower-powered ultralight that cannot sustain at least a 500 fpm climb rate is not a good candidate for high elevation, high heat, or high humidity climates as these density altitude factors further cut performance. Remember, most ultralight or light plane manufacturers operate nearer to sea level and state performance figures at lower elevations. Be suspect of any Part 103-compliant ultralight that relies on a single cylinder, low-horsepower engine in order to squeeze under FAA’s weight limit. I find nothing wrong with these airplanes, but in Denver you may find climbout too slow for safety. Among those Part 103 aircraft that should do well are those with more powerful engines including Aero-Lite 103, Hawk, Hurricane, FireFly, Phantom, Challenger, MX Sprint or Sport, Kitfox Lite, Air-Bike, Max 103, Weedhopper, (and trikes) Fun Racer, Cosmos Echo, Tukan, Maverick, (and powered parachutes) Eagle 503, Falcon 582, High Flyer, ParaCycle, and Parascender.
Essentially all the above applies when considering runway length and approach. The lower-powered ultralight may be able to land incredibly short, but could consume more of a takeoff run, especially if your chosen runway has a little upslope to it or long grass on it. A machine with apparent deficiency on the uphill turf strip can do fine at a sea level hard-surface airport.
The issues of how remote your flying area is may allow lesser powered aircraft to add to the above list. Or in another example, those who want to soar may want greater distance from regulated airspace.
Question 7 – Affordability
– Materials
– Build Time
– Imported
– Used
If you are more oriented to building than buying, you may want to work with certain materials, perhaps mediums with which you are personally familiar. Those more intent on flying than building may want the faster build materials regardless of which type they are. Within two groups, I can see four basic types of materials. In the airframe group you have bolt-together aluminum, welded steel, wood, and structural metal (stressed skin). In coverings, you have dope-and-fabric, sewn Dacron, and metal or fiberglass.
These two subgroups can link together to produce faster build kits, medium build kits that are highly personalizable, and more intensive kits that may feature special capabilities or longer life. Examples of the faster build kits include those listing less than 100 hour build times, such as Mitchell Wing, Aventura UL, Javelin, T-Bird, Spad III, Breese SS, some Challengers, Quicksilver Sprint and Sport plus their two-place versions, Weedhopper, some Flightstars, Revelation, X-Air, nearly every trike model both one- and two-place, every powered parachute, powered paraglider, and powered hang glider.
Those in the 100-200 hour range are still relatively faster builds but may include dope-and-fabric aircraft for which painting finish work can consume many hours. These medium-fast build aircraft include Champion, Hawk, Thunder Gull, Flightstar, Hurricane, Drifter, Dragonfly, Phantom, some Challengers, GT400/500, Coyote, Airaile, Kitfox Lite (though see next paragraph), Talon, Air-Bike, Beaver, Chinook, SkyWatch, and Sport/Sprint 1000.
Those in the longest build time categories include Sparrow, most Fisher airplanes, most Kolb designs, most Loehle aircraft, N-3 Pup, many RANS models, most TEAM models, Tornado, AirCam, and Hornet.
The above lists omit some viable factory-built options such Aero-Lite 103, Kitfox Lite, Stinger, and the only certified aircraft in this group, the GT500, plus any custom factory-built offerings.
If an importer was available for all of them, the rest of the world produces some fascinating aircraft. However, without someone dealing with the intricacies of importing, most won’t be available. Among ultralights and light planes, the main work of importers covers trikes and powered paragliders. Most of these choices are imported. During 1999 we saw other Yankee entrepreneurs starting to import some fixed wing models but future market presence cannot be determined at this time. Powered parachutes seem to be an American phenomenon.
Of course, the most of all choices will come from used aircraft rather than new, and this segment will make up a lot of all sales. With a used aircraft, building is unimportant except as it applies to repair effort. Material content is only important for repair considerations and longevity. Many articles have been written to advise buyers of used aircraft but this is not my focus. Fortunately much of the information in this series of articles will still apply to choosing the right used aircraft.
Last Installment
In our final edition of “Facing the Buying Decision,” we will attempt to put the information together from the first two installments.
We’ve discussed you and your personal preferences (first article, Experimenter August 1999). We just finished a review of which aircraft types tend to serve which pilot preferences. In the final version we’ll try to tell you how you can select a few models that fit your needs.
Keep reading Experimenter, and please train or fly safely.

Published in Experimenter Magazine

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FACING THE BUYING DECISION, PART II Last time we discussed the pilot (you!); this time we discuss the many types of aircraft choices you have. In the last installment, we’ll put these together and help you narrow your choices to a few models. What Kind of Pilot Are You? Let’s just say you actually know yourself. While this sounds like a comment that deserves a “Duh!” response, don’t be too quick to judge. If every pilot or buyer of aircraft knew what they needed or wanted, my job would be easier. But it isn’t so. Most pilots know something about what they want, but many don’t have enough information to make the best decision. Some readers are “experts.” A good many ultralight or light plane enthusiasts have been around long enough and owned enough variety of ultralights to know what they like. These veteran sport aviators represent a lot of combined experience.

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How-to-Buy a Lightplane — Part 1 of 3

By Dan Johnson || Leave a Comment

WANT TO BUY A LIGHTPLANE?
Task Can Be Daunting, Yet Rewarding
I’m one lucky pilot. I love airplanes and get to fly more of them than the average sky jockey. Writing pilot reports for several magazines has given me the opportunity to fly about 250 different aircraft in the last 23 years.
This makes me a “Master of None” type of pilot (except in my own planes) but does give me a feel for the huge variety of light airplanes you can buy.
The choices are fantastic. Counting the whole world of sport aircraft, you can have just about anything you want| and that’s the problem. What to buy?
TRYING TO HELP
At every airshow I attend, and through phone calls between airshow, pilots often make a request: “You’ve flown all these lightplanes, which one should I buy?”
Frankly, the question makes me uncomfortable.
While I appreciate the feeling of confidence some pilots place in my experience, telling someone what to buy is a sure way to be considered wrong eventually. I usually know too little about the pilot asking the question to give a good recommendation.
Organizations like EAA pride themselves in offering helpful services to their members. They receive phone calls asking for counsel in selecting a lightplane. EAA’s man-on-the-job is Tim Boggenhaggen (SPELLING?), and he also struggles to answer pilot’s purchase questions.
IT’S NO SURPRISE
If you’ve attended one of country’s major airshows — the kind with row upon row of commercial exhibitors showing their shiny new airplanes — you know how tough it can be to reduce the number of choices to the one best selection for you.
With over 100 different models to choose between at a show like Sun ‘n Fun, you can easily find two or three airplanes that grab your interest. How can you intelligently select the one best airplane?
Before you think this article may answer the question, think again. This is a tough task and it is a highly personal one. What’s best for me may not be the least bit appropriate for you. As an example, my personal lightplane is an ultralight single seat trike with a hang glider wing on it. The odds are high that your choice is or will be different than mine.
Rather than recommending a specific aircraft, my task here is to try and offer some guidance, not telling you what you should buy, but rather how to make the decision. The worst thing I can do is point to one model and say, “There, go buy that one.” Like a weather forecaster, I know I’d be wrong unless I got lucky. Buying a lightplane shouldn’t depend on luck.
Here’s one vitally important realization I’ve come in giving advice on what lightplane to buy: You may not be trying to decide which aircraft to buy so much as trying to decide which ones NOT to buy. To paraphrase fictional detective Sherlock Holmes, “After you have eliminated all the clues that are not useful, the one you are left with, however improbable, must be your answer.” The point is that if you eliminate all the aircraft that don’t answer your needs, the smaller number of aircraft that can satisfy you will make for an easier decision. Buying an airplane, like many products, can be a process of elimination.
In my evaluation flying, I try to find both positives and negatives in any airplane. Having negatives doesn’t mean a plane is bad. It only means that some quality or qualities about any airplane may not please all buyers. For example, an open cockpit on a lightplane that flies fast — perhaps because of an unusually powerful engine — produces a wind blast which may be uncomfortable for some pilots. Yet other pilots might love the motorcycle-like sensation.
Negatives are only negatives for some people. And my reporting of negatives doesn’t condemn| it identifies.
The articles I write are usually rather positive. That isn’t because I think all these lightplanes are perfect. In fact, none are. I simply refuse to fly planes I think haven’t been fully tested yet, or which are not ready for the market, or in which I don’t have complete faith, or in which I have no experience (like rotor craft), or which may be so highly specialized that the majority of pilots won’t want them.
To use the Sherlock wisdom again, all the planes that remain — that I have flown — are probably good choices| for some pilots. However, my advice comes with no guarantees. I am not an engineer, my evaluations are not scientific, and I have made my own buying mistakes.
DIVIDE AND CONQUER
At first Experimenter editor Mary Jones and I felt this project would consume a few articles over several months. After a couple months of consideration, you can expect three editions in the series of How-to-Buy a Lightplane.
In the next article I’ll go through the many TYPES of choices you have, and in the final article I’ll try to help guide you toward the plane that interests you. As stated above, I won’t suggest a precise light aircraft for you, but I can make generalizations that have proven helpful in the past when talking to prospective buyers.
In this first installment we’ll discuss two important starting points: you, and the mission of your flying. Until we know more about each, trying to figure the best lightplane for you to buy is a like looking for that needle in the haystack while wearing a blindfold and gloves.
As we look at the pilot — that would be YOU — honesty is mandatory. If you fool yourself and then buy an airplane, you’ll probably be unhappy.
To get more familiar with you, I’d like to ask a few questions:
(1) What is your flying background? Answers might be:
– none
– novice pilot of any type
– ultralight pilot of medium experience
– experience with kit-built aircraft
– low-hour general aviation pilot
– experienced general aviation pilot
– other light background, like powered parachute or hang glider `
– some combination of the above
Note that I did not include “expert ultralight pilot” or any other kind of “expert pilot” as I doubt these individuals need or want any advice. They’ve already bought aircraft before, maybe several of them.
The good news is that these experts may also be useful to you in making your decision. As with a doctor, you should always get a second opinion. Almost every airfield has a local expert and since you two may know each other, your resident expert may offer you the best possible advice.
One caveat: Buyers must beware when asking advice from anyone selling an ultralight. Everyone needs to sell at one time or another, but when someone is selling they’re motivated differently than someone giving advice with no financial stake. Go ahead, ask a seller to pitch you on his or her machine. But be smart enough to realize they are not unbiased. They want to make a sale.
(2) How many hours have you accumulated, and in what kinds of planes?
– Approximate amount in lightplanes
– Amount in general aviation planes
– Amount in other types
– Do you have time in a taildragger?
– Do you have time in a floatplane?
If you want to stick with a aircraft similar to your experience, your choices will focus on this fact. Or a Cessna 172 pilot might want to try something different like trikes or powered parachutes (he’ll need transition training).
Pilots with more than 1,000 hours logged are widely considered to be experienced pilots. Although I accept this measurement, someone with 5,000 hours of military jet experience may be completely out of his league in a Part 103 ultralight. It simply won’t feel the same even if it has a conventional control system.
If you consider yourself experienced in anything but lightplanes, I encourage a couple hours dual in a lightplane similar to the one that interests you. You need do little more than take off and land repeatedly with a qualified instructor.
Let me repeat one generalization I give any pilot asking my counsel. If you are still in training (even if this training is transition training from some other type of aircraft to lightplanes), don’t buy anything! Wait until you are done with training. Your ability to make a better decision will be far better. And, in truth, after some training, you may decide lightplanes aren’t for you at all. Therefore, another Dan Johnson maxim is, “All the training you can afford is worth it.” If you pay for training and decide you hate lightplanes, think how much money I just saved you. Be realistic: lightplanes aren’t for everyone, just like being a pilot isn’t for everyone.
(3) Other personal factors suggest answering questions like these:
– Are you older or less physically able for any reason?
– Do you live in a warm or cold climate? Do you like wind-in-the-face flying or do you prefer an enclosed cockpit?
– Is your FAA medical still valid (and will it stay that way)?
– Are you a very cautious pilot?
– Are you a craftsman? Do you want to buy-and-fly, or build a kit?
– Do you want “something different” than everyone else, or do you prefer a lightplane that is relatively common?
– Will you do your own maintenance or do you hire it out?
– Do you want your lightplane to have all the “bells and whistles,” or do you want a “plain jane” aircraft?
– Are you into nostalgia or old-time looks?
– Must you have “conventional” three axis controls? Or can you accept other forms of control (as long as you judge them adequate)?
– Do you prefer home or trailer storage of your aircraft (over airpark/airport storage)?
Your response to the above series of questions can have a major impact on the aircraft you buy. Remember, we’re still talking about you, the most important part of the airplane you buy.
PHYSICALLY ABLE — For example, if you have trouble wiggling your body into a cockpit surrounded by tubes or one that is very low or very high or steeply reclined, you can limit the number of choices somewhat.
HOME CLIMATE/ENCLOSURE — If you fly in colder climates (like I do) enclosures can extend the flying season a lot. They also take something away from the pure feel of light flight. Your enclosure preference can narrow your choices considerably.
VALID MEDICAL — Are you looking at ultralights to keep flying after losing a medical? Then you have two choices: fly a single seater meeting Part 103 or fly a two seater as a card-holding ultralight instructor| for instruction only. While a certain amount of single seat operation is reasonable for maintenance or to ferry to the student’s location, the law says you must otherwise use this vehicle for instruction alone. This situation will cut your list shorter.
LEVEL OF CAUTION — Some aircraft are more demanding to operate and some are much easier. As performance increases, you often see a decrease in stability or ease of operation. Most novices and many veterans should stick with easy-to-fly machines and should remember why they got involved in this realm of flight. Being honest with this will help you eliminate some choices.
BUILD OR NOT — Building a kit is a burden to some and a joy to others. Some build to fly and others build to build. Therefore, the way a kit is assembled can be a determining factor in the purchase decision.
UNIQUE OR COMMON — Some like to be the only one with a certain aircraft or want the newest design available. Others value established designs, perhaps because parts and services are so available. This links with “Maintenance” next. In any event, this easily divides your choices further.
MAINTENANCE — If you’re like me, you hire most services. If they’re available for a certain aircraft (like a locally-manufactured kit) it might influence your decision. See “Unique or Common” above.
WELL EQUIPPED OR PLAIN — If you expect to have a well-equipped aircraft and stay within Part 103, you’ll really limit your choices to a couple conventional kits, light trikes, or light powered parachutes that can make the grade with some deluxe features. If you can accept spartan equipment, you have many choices of 103 aircraft. If you want it loaded with gear, you can still narrow the choices by several factors (like panel space).
VINTAGE OR SPECIALTY — Lightplanes are very good at emulating the look of yesteryear in aviation. Light was “in” in the ’40s as it is again today so the aircraft can easily resemble one another. While you have several good choices, you also eliminate others with this preference.
CONTROL PREFERENCES — Many licensed pilots with conventional training prefer to stick with conventional three axis. You should not expect precisely the same feel due to lighter weights and lower speeds, but if you cannot see yourself adapting to another system (like weight shift, powered parachute flying, of rotor), then you’ll eliminate a few choices.
STORAGE NEEDS — Some pilots don’t have access to hangars, have other space limitations, or like to travel with their planes. Aircraft which do or don’t break down or which fold can further reduce your list of possibilities.
MISSION PROFILE
The military and corporate aircraft sellers like the phrase “mission profile.” This is simply jargon for: “What do want your aircraft to do for you?”
It is just as important for lightweight flyers to ask this question. Light aircraft cost less than heavy ones and require less maintenance, but they may focus tightly on a particular kind of flying. Focus is good as an aircraft can then excel at a certain type of flying, but it can also be bad because few of us can afford two or three specialty aircraft.
Despite the focus of aircraft designers, most pilots would like their plane to serve several purposes. As a common example, many pilots I speak to ask about a two seater. When I ask them why they want one they often say, “Because I want to take someone flying once in a while.”
That’s an honest response but it means two things. First, you cannot then consider a Part 103 airplane (except for instruction only with credentials) and, second, it may mean your aircraft will be bought for one purpose and often flown for another.
We don’t have good statistics in light aviation but in the world of general aviation the average occupancy of a typical four- or six-seater is 1.6 persons per flight. In your common two seat lightplane, I’m willing to bet that 80-90% of all flights are made solo.
“So what,” you ask? Well, in a Cessna 172, the difference between one or two people means almost nothing. The plane is so heavy (about 2,500 pounds gross) that one more 175-pound occupant adds only 7% in weight.
In a two-seat ultralight grossing at 750 pounds, a second 175-pound occupant represents nearly 25% more weight. Fast speeds also help blur the flight quality differences of airplanes, but the vast majority of lightplanes will fly quite a bit differently when that much extra weight is added.
A two-seat equivalent of a single seat model will not fly as well as the one seater, at least generally speaking. The controls will be less responsive. The aircraft will not perform with the same agility. Operating costs will be higher, and of course, purchase price is greater.
If a two seater is mandatory for your flying, by all means buy one. However, even this decision branches off in two directions.
A two seater can only be flown one of two ways, legally. You can operate it as a sanctioned trainer, to be flown for instruction only by an accredited ultralight instructor. Or you can register a two seater (N-numbers), have it inspected, and use an FAA license to fly it. We’ll come back to this point, but for now, this means you will have more restrictions than someone who buys and flies a Part 103 single seater which enjoys wide latitude in how it can be flown under the law.
With the above in mind, I commonly ask a few “missions profile” questions.
(4) What kind of flying do you like to do or do you plan to do?
– Do you plan or want to operate off of water?
– Do you want to fly cross country (of more than 100 miles)?
– Do you prefer to stick close to your home field?
– Are you interested in performing aerobatics?
– Are you interested in soaring flight?
– Do you plan to conduct training?
– Do you have some work purpose in mind for your aircraft? This might include aerial photography, aerial inspection, agricultural flying, or even non-commercial activities like giving Young Eagle rides.
(5) What kind of weather minimums do you set for yourself? Some responses can be that you:
– Fly only in calm winds
– Fly in winds up to 15-20 mph
– Fly in fairly strong winds?
– Fly only when the wind is down the runway or in crosswind conditions
– Want to fly in a wide range of conditions
(6) Where do you fly? The question is not about your destination but your home flying locale. Some factors that can define a wise purchase are:
– Low or high elevation area
– Unusually hot or humid area
– Crowded or sparse population near airfield
– Length and surface of runways
– Close or tall obstacles on approach or departure (What emergency landing areas are near?) (Lateral obstacles like trees along one or both sides)
– Does your home airfield requires skiis or floats?
(7) What can you afford?
– The lowest cost airplane available
– Low cost kit with your time adding considerable value
– Medium priced kit that cost a little more but builds quicker
– Ready-to-fly airplane (a Part 103 vehicle is then your only NEW option)
– Ready-to-fly not meeting Part 103 (meaning a kit someone else built)
– Anything you want including more than one plane
SUMMARIZING OUR PROGRESS
By now, you may be feeling a little overwhelmed. If you have some experience, this article may have helped organize your thoughts. Very experienced pilots probably didn’t feel the need to finish it. The latter pilots I don’t worry about much as they probably have a good idea what they want to buy. The still-undecided pilots need to continue on with this exercise.
I understand. Five years ago I bought a new auto and I’m in the market again now. This gives me a wonderful perspective to be writing this series of How-to-Buy articles.
To start, I went around to the auto lots in my area and got some idea about what interested me — much like going to an airshow.
After I chose a full-sized pickup, I had narrowed my search quite a bit. Next I picked up brochures for each brand that offered what I wanted. I spread each out on a large table and compared between specs, body styles, and options available.
The brochures told me enough things with which I could eliminate other models. I wanted certain things from my truck and though a few designs had features I liked, some didn’t satisfy the qualities I demanded.
I went on the World Wide Web and got price and other information that was useful and I found out what my five-year-old vehicle was worth. You can do a lot of airplane searching on the Internet as well, although it isn’t yet quite as comprehensive and easy as it is for autos.
After a period of time, I came up with one truck that should best fit my current desires. A similar effort could help you make a decision for a lightplane. This series of article will try to help you accomplish such a goal.
I’ll leave you with one final thought as we end this edition of the series: Whatever you buy, you’ll eventually sell. While you may be excited about buying today, remember you’ll be selling someday. If you factor that into your decision, it may work out better financially.
In the next article, we’ll talk about the various types of lightplanes you can buy. Keep watching your Experimenter.

Published in Experimenter Magazine

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WANT TO BUY A LIGHTPLANE? Task Can Be Daunting, Yet Rewarding I’m one lucky pilot. I love airplanes and get to fly more of them than the average sky jockey. Writing pilot reports for several magazines has given me the opportunity to fly about 250 different aircraft in the last 23 years. This makes me a “Master of None” type of pilot (except in my own planes) but does give me a feel for the huge variety of light airplanes you can buy. The choices are fantastic. Counting the whole world of sport aircraft, you can have just about anything you want| and that’s the problem. What to buy? TRYING TO HELP At every airshow I attend, and through phone calls between airshow, pilots often make a request: “You’ve flown all these lightplanes, which one should I buy?” Frankly, the question makes me uncomfortable. While I appreciate the feeling of confidence some pilots place in my experience, telling someone what to buy is a sure way to be considered wrong eventually.

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Product Lines – April 04

By Dan Johnson || Leave a Comment

St. Paul, Minn. — You’ll probably be amazed to hear that Wallaby Ranch and Quest have merged. Yes, unbelievably, the two rivals flight parks signed an agreement to become as one. • This stunning development comes just after Wills Wing purchased Moyes “for a song” crooned WW president, Rob Kells. “It seemed like a good idea at the time,” he added. How much more shocking news can you withstand? Well, in keeping with a few fun items elsewhere in this magazine, the above is pure April Fools fiction. I’ll leave more inventive humor to others and return to what this column does best. ••• Amid all the excitement, I completely forgot to blow my own horn… Yup, with the February 2004 issue, “Product Lines” finished 25 years of continuous publishing. In all that time, the column never missed an issue. As I am working to post all these columns on my long-in-development Web site, someday you’ll be able to scan through a lot of hang gliding history presented in a familiar format. Thanks to many of you who have written to say you truly enjoy “Product Lines,” often making it one of the first things you read (most folks say they “go to the back of the book” after reviewing the cover and centerfold). But, enough about me… ••• The flight park billing itself as the “country’s oldest” has changed hands at last. On February 17th, founder and previous owner Brad Kushner reported, “I’m pleased to announce that Eric Thorstenson and I have reached an agreement on the sale of Raven Sky Sports, Inc. and all associated property.” Brad indicated that Eric “intends to reopen Raven very soon, with a target date of April 1st to resume flying activities this year.” (This is not an April Fools joke.) The contract for sale was not completed as this issue went to press but the intent of each party is clear; Eric sent mail confirming the agreement. • Kushner reports that putting the deal together took a long time. “Even as recently as last Sunday’s hang gliding club meeting, the official word was that there was nothing to report on the negotiations. In fact, it wasn’t until late Monday (2/16/04) that Eric and I reached an agreement.” Brad wished to express special thanks to Terry Kramer and John Gamble, who worked behind the scenes as liaisons between Eric and Brad. • Even while the enterprise is currently closed for the winter, plans are afoot. “Eric is going to try to be here for the Seventh Annual Betty Pfeiffer Safety & Parachute Clinic,” Brad says. It was scheduled for the March 13-14 weekend. Raven Sky Sports also had plans for a prominent booth at the 10-day-long Milwaukee Sports Show. • On a related note, Betty, owner of High Energy Sports, will be on a Midwestern tour. She and I are each scheduled to speak before the Illinois Ultralight Safety Seminar which commonly attracts 400-500 participants. It’s powered ultralight stuff but Betty’s knowledge is valuable to both groups. • For those with questions or willing to lend a hand to the transfer of Raven Sky Sports from Brad to Eric, contact Brad at (262) 473-8800 or 903-8800 or Brad@hanggliding.com • One final note on this arrangement. It turns out Raven will probably change names. An ultralight company has warned Brad that they own the name SkySports and he should cease using it. Ironically, that outfit bought the name from SkySports hang gliders. The Connecticut company, at one time with Tom Peghiny as its teen-aged designer, sold the brand to previous owners of the ultralight company. Oddly, SkySports no longer does any business with hang glider pilots. Nonetheless, a name change is imminent and you could be the one who renames it. Supply the winning name and Raven Fill-in-the-Blank will present you with a one-year, fully-paid membership. ••• Another new development involves a powered product leading to a hang glider product. Ken Brown of Moyes America writes, “After the introduction of the Bug 2 Suprone Motor Harness, a number of pilots expressed an interest in a non-motorized soaring harness.” You get what you ask for in this case as Ken adds, “We now offer the Supine Flyer.” The new harness is based on the powered unit design and incorporates weight displacement of the pilot for prone-rigged gliders. “The Supine Flyer has all the comfort and stability of the Bug 2 for those that want to foot launch or tow up with a Suprone harness,” reports Brown. • According to developer FlyLight, the Bug 2 powered harness has evolved from the original DoodleBug to provide even better touring and soaring performance. FlyLight reports, “Stowage volume has been significantly increased to easily accommodate the essential camping gear for real bivouac flying while the frontal area has been reduced for improved aerodynamics and soaring ability.” Bug 2 sells for $5,895 including electric start, prop brake and other accessories. FMI: sportwings@aol.com or (530) 888-8622. ••• Still on suprone flying, I wish to report, somewhat late, that famed British hang glider pilot, Colin Lark, succumbed to cancer last fall. While the UK copes with the loss of a former “living legend,” his name came to me as he had been promoting a suprone harness before his demise. • This harness style had a renaissance back in the 1980s but faded then as it had before. Now, however, as hang glider pilots age, add power, and consider rigs like Michael Riggs’ Pod Racer, the suprone concept may be getting a new burnish. The idea of sit-down flying was pooh-poohed by many pilots who prefer the lean aerodynamics of superman-style prone posture. Indeed, the overwhelming majority of pilots fly this way — at least if you fail to count our paragliding brothers who fly seated. The Supine Flyer from Ken Brown’s shop and other projects indicate this posture has not died along with Mr. Lark. ••• Still on sit-down flying, Alan Chuculate’s SlowTow project continues. Alan, you may recall from previous “Product Lines” columns, is developing a special trike tug purposed with aerotowing of paragliders. While this has been done before, the concept needed further development and Chuculate jumped into the fray. Next month, I’ll have a further update on his efforts. ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

Compress Post ...

St. Paul, Minn. — You’ll probably be amazed to hear that Wallaby Ranch and Quest have merged. Yes, unbelievably, the two rivals flight parks signed an agreement to become as one. • This stunning development comes just after Wills Wing purchased Moyes “for a song” crooned WW president, Rob Kells. “It seemed like a good idea at the time,” he added. How much more shocking news can you withstand? Well, in keeping with a few fun items elsewhere in this magazine, the above is pure April Fools fiction. I’ll leave more inventive humor to others and return to what this column does best. ••• Amid all the excitement, I completely forgot to blow my own horn… Yup, with the February 2004 issue, “Product Lines” finished 25 years of continuous publishing. In all that time, the column never missed an issue. As I am working to post all these columns on my long-in-development Web site, someday you’ll be able to scan through a lot of hang gliding history presented in a familiar format.

Expand Post ...

Product Lines – March 04

By Dan Johnson || Leave a Comment

St. Paul, Minn. — As I write this up here in the southern tundra, the wind howls and the snow flies and the joy of hang gliding or paragliding seems quite distant. Soon enough, though, the thaw will occur and life takes on a friendlier look that invites soaring flight. ••• While huddled inside, I heard from Gerry Charlebois who told me the temperatures in his native state of Hawaii: high of 86° and low of 72°. His invitation to come fly Kauai sounds mighty inviting this time of year. • The real reason Gerry wrote was to report how his DVD production, Extreme Kauai,is doing. His commercial venture is a means of interesting non-flying folks in what the rest of us enjoy. Gerry wrote, “It has been 11 months since [Extreme Kauai’s] release and four months since the main distributor for Hawaii picked it up. It is now in 280 stores statewide, including Walmart, Kmart, Costco, and Borders.” His DVD may well be the first flying-based production to go mainstream. Gerry continues, “When I walk into my local Walmart and see a five foot tall rack filled with DVDs of Extreme Kauai and people gathered around the TV playing it on a loop, it is good feeling.” I’m sure this warms his heart given the time, energy, and plenty of money that went into producing it. He thinks, “This should expose many non-pilots to the beauty of our sport.” It has also helped Gerry gain some recognition. “During a Christmas shopping trip,” he writes, “I joined a group watching the TV, to listen in on comments. A shopper looked at me and exclaimed to the other shoppers, ‘Hey, this is the guy that made this film. He was in the start of it!’ The fellow grabbed a copy and wanted an autograph! It led to a bunch of folks asking to have their copy signed. The rack of DVDs got emptied. It was pretty funny.” Gerry may be high from that experience but he remains realistic, saying, “Now that I am famous I noticed I can get a free cup of coffee if I have a dollar!” Again, I congratulate Gerry on his production and hope that much more than a free cup of coffee is offered to him. Along with others doing good work to popularize the sport we love, Charlebois is making an impact. FMI: birds@birdsinparadise.com ••• Attending the Copperstate airshow in Arizona, I met a fellow named Mo Sheldon who is involved with powered paragliding (PPG). Mo was exhibiting at the airshow and had one of the nicest PPG trikecarriages I’ve seen. • I’ve taken a few lessons on paragliders and find them enjoyable. I’ve never tried PPGs because a take-off run with the equivalent of a passion-crazed gorilla clamped to my back never thrilled me. I found flying and landing paragliders seems among the easiest of any aircraft type. But the launch procedures need to be done right and doing so with a power unit seems seems inadvisable given my aging legs that have been known to stumble. I wouldn’t want such a misstep to come right before the moment of lift off. However, a trike carriage with wheels to allow a rolling launch caught my interest. • Under the clever business name AirParaMo, Sheldon sells Fly Products from Italy. That company specializes in PPGs, though they also make a light trike for hang gliders, called the Trike Delta. As evidence of their attention to light weights, the hang glider carriage reportedly tips the scales at an impressive 53 pounds. AirParaMo didn’t have one of these but did have a Flash trike. The wheeled chassis by itself weighs a modest 26 pounds. The power unit used for foot-launched flight can be quickly pinned to the Flash trike and, presto!, wheels for those not so sure of running launches. Since Flash can also be set up for two occupants, it can be a training tool as well. • You can run or roll if you have a power unit sufficient to lift you and trike chassis (plus a second person if you plan to conduct training). Mo demonstrated a quick attachment of unmodified power unit to the carriage. Then, even in the heat of the Arizona desert, the rolling Flash took under 150 feet to leave the ground with Mo flying solo. Landing is skill-dependent, but should take half of a take-off roll. • Run by Enrico Vignini, a former instructor of 3,000 students, Fly Products started in the early 1990s when paragliders began adding engines. In addition to the power packages, the trikes for both HGs and PGs, plus all sorts of accessories, Fly Products sells their own line of Voyager wings. You may want to check with AirParaMo and see if they have something you’d like. FMI: info@Airparamo.com or 602-692-7995. ••• Finally from AOPA’s ePilot of 12/21/03, here’s an interesting bit of 100th Anniversary of Flight news from an organization you wouldn’t normally find talking about gliders. AOPA, the Aircraft Owners & Pilots Association, is a 400,000+ member group (largest in the world) that serves folks who fly around in Cessnas, Pipers, and so on. Their news nearly always includes regulatory issues affecting their membership (yeah, I know, a real yawner). But with the headline, “Glider Club Declares Day of Mourning,” the AOPA eNews editors got my attention. Here’s what they say — and unlike much of their news, this should warm the hearts of hang glider and paraglider pilots: “The Adrian Soaring Club in Michigan observed a day of mourning on the anniversary of powered flight. To them it was the day that Orville and Wilbur gave up gliding. The club planned to make as many glider flights as possible and even invited club members who also own those noisy newfangled contraptions to the event. ‘We invited glider pilots everywhere to join us in reminding the public the Wright brothers did a masterful job right up until that tiny little faux pas on December 17, 1903,’ according to the club.” ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS

Published in Hang Gliding Magazine

Compress Post ...

St. Paul, Minn. — As I write this up here in the southern tundra, the wind howls and the snow flies and the joy of hang gliding or paragliding seems quite distant. Soon enough, though, the thaw will occur and life takes on a friendlier look that invites soaring flight. ••• While huddled inside, I heard from Gerry Charlebois who told me the temperatures in his native state of Hawaii: high of 86° and low of 72°. His invitation to come fly Kauai sounds mighty inviting this time of year. • The real reason Gerry wrote was to report how his DVD production, Extreme Kauai,is doing. His commercial venture is a means of interesting non-flying folks in what the rest of us enjoy. Gerry wrote, “It has been 11 months since [Extreme Kauai’s] release and four months since the main distributor for Hawaii picked it up. It is now in 280 stores statewide, including Walmart, Kmart, Costco, and Borders.” His DVD may well be the first flying-based production to go mainstream.

Expand Post ...

Product Lines – August 2000

By Dan Johnson || Leave a Comment

ST. PAUL, MINN., — Congratulations to Kari Castle who won the Women’s World Meet 2000 in Beotia, Greece in the last full week of June. I expect a fine article will enter the magazine pages but here’s a little numerical overview of the meet as released by the FAI. • The international meet drew 31 competitors from eight nations, including the USA, France, Germany, Australia, England, Japan, Russia, and Kazakhstan (showing surprising strength with four pilots). America and Germany each had six team members, France and Japan had five, Russia and the UK had two plus the lone Aussie pilot. • They flew nine Icaro gliders (32%), followed by eight Aeros (29%), five Wills Wings (18%) and one each (4%) of Moyes, La Mouette, Solar, Seedwings, Bautek, and Guggenmos. Wings for three pilots were not identified. • In five tasks ranging from 42-70 km (26-44 miles), the German team came in first (with 6 scored pilots), followed by France (5 pilots), the U.S. (6), Japan (5), Russia (2), Kazakstan (4), Australia (1), and the UK (2). The number of entries swayed the final team score as the individual scores were added, so the Russian team of two women actually did quite well to finish in fifth place. • Kari’s Wills Wing victory for Team USA was followed by Patricia Cameron in 10th (Aeros), Claire Pagen in 13th (Wills Wing), CJ Sturdevant in 22nd (Aeros), Judy Hildebrand in 23rd (Aeros), and Carol Sperry in 26th (Aeros). It’s great to see a full contingent of female Yankee pilots! ••• Brazilian Nene Rotor is offering a new version of his Tenax harness. Details weren’t released but further refinement is noteworthy enough that several were reportedly to fly in the Spanish Pre-World Meet just ended. One evaluator expressed that "It’s a specialty harness that I wouldn’t want to fly in for more than a short competition." Regardless if other Tenax users agree or not, the point remains that new harness design is driven by the competition pilot’s desire for the cleanest system possible. As we once saw glider designers take more risk than today, some worry that that this drive for aerodynamic cleanliness could go too far. • However, capitalism rises to demand and the Tenax probably wasn’t the only new sleeker-than-ever harness at the Spanish meet. Moyes’ Contour and Aeros’ Racer are both rumored to have new models in development and the relatively new M2 must be included in this race. ••• Miami hang gliding entrepreneur, James Tindell, just bit a big bite buying land west of Miami and beginning work toward his own aerotow flight park. With some investor help, Tindell purchased 90 acres and has already cleared 60 acres by removing trees and making a perfectly flat LZ. Situated near the town of Libell, he says the site will be convenient for many south Florida pilots. As-yet unnamed, the new tow park is an hour from Fort Lauderdale, 1:40 from Miami, and only a hour from Fort Myers and its neighboring beach cities. Foreign visitors to Miami, South Beach, and other south Florida destinations may also appreciate a nearby flight park. In contrast, the drive to Wallaby or Quest is several hours. "We have XC potential in all direction and no airspace issues," says Tindell, adding that the site has been properly zoned for "heavy" recreation, meaning that the noise from tugs will never present a problem. • "We’re one of a very few operations offering all forms of launch training: platform (land and water), aerotow, and foot launch." James explains the latter is done on flat ground but he regularly hosts groups of new would-be mountain flyers to the Chattanooga area. • Tindell expects his Dragonfly tug by September and hopes to start operations at that time. More info: 305-285-8978. ••• A few months ago, I reported that onetime contest skygod, Joe Bostik, was re-entering hang gliding. (BTW, Joe came in 13th at Wallaby, not bad after the time he’s been away. He did not compete in the ACC.) The old timers keep popping up as I had a visit at BRS from Michael Riggs. Ring a bell, anyone? Come on, it’s only been 20 years or so. Mike was the head man back at the old Seagull. Those curvy leading edges and plenty of other shapely ideas were his brainchildren. Two decades ago, the toy industry grabbed this creative engineer and eventually that brought him to the Minneapolis area where Tonka Toys is HQ’d. After years of only dreaming about getting back in the flying business, he’s got his chance. A successful advertising executive, his wife encouraged him to go pursue his dream. With that kind of support, he jumped at the chance. He came in to show me his extensive plans for a legal Part 103 ultralight that will dazzle the buzz crowd at next year’s Sun ‘n Fun I predict (and I’ve seen a few ultralights). But of even keener interest to soaring enthusiasts is the version of the plane that will become a motorglider. It’s too early for details or phone numbers but I liked what I saw and Mike’s tailless, hang glider heritage shows through clearly. More as it unfolds. ••• In fact Riggs was one of several talented people who contacted me about my interest in an unpowered soaring trike. I heard from a dozen people on the idea, all of whom were complimentary of the concept and had some interest in seeing/helping it occur. Because he is close, talented, and has some time for the project (especially as it relates to his powered aircraft plans), Riggs is one good choice. No work has started as I still hear from someone every few days, but I’m gratified by the interest. • I don’t know how many others might agree, but one e-mail writer expressed wonder that I’d want to drag around the weight and bulk of a trike. In fact, the comment wondered if middle age had hit me particularly hard. Gee, after breaking each of my legs in 33 years of flying, yeah, maybe it is aging that drives me to a more comfortable flight posture. Still, such a rig doesn’t have to cut performance drastically. Several of those responding to my call said they see a chance for a properly designed trike body to generate little drag. Add a bit more wing area to the equation — after all, you won’t have to support the wing on your shoulders — and perhaps total performance won’t be much lower than a state-of-the-art harnessed pilot on a smaller wing. • I’ll save the details for a future column, but thanks for all the comments… yeah, even the age-related crack. It shows you’re reading. ••• So, got news or opinions? Send ’em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. • All "Product Lines" columns will be available later this year at www.ByDanJohnson.com. THANKS!

Published in Hang Gliding Magazine

Compress Post ...

ST. PAUL, MINN., — Congratulations to Kari Castle who won the Women’s World Meet 2000 in Beotia, Greece in the last full week of June. I expect a fine article will enter the magazine pages but here’s a little numerical overview of the meet as released by the FAI. • The international meet drew 31 competitors from eight nations, including the USA, France, Germany, Australia, England, Japan, Russia, and Kazakhstan (showing surprising strength with four pilots). America and Germany each had six team members, France and Japan had five, Russia and the UK had two plus the lone Aussie pilot. • They flew nine Icaro gliders (32%), followed by eight Aeros (29%), five Wills Wings (18%) and one each (4%) of Moyes, La Mouette, Solar, Seedwings, Bautek, and Guggenmos. Wings for three pilots were not identified. • In five tasks ranging from 42-70 km (26-44 miles), the German team came in first (with 6 scored pilots), followed by France (5 pilots), the U.S.

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Product Lines – January 03

By Dan Johnson || Leave a Comment

ST. PAUL, MINN. — Have you been noticing the change to your magazine? Some pilots have had loud discussions about those changes yet many members have said little (as is common). You’ve been seeing the work of new art directors after a hard push by leaders to spark the magazine’s look and feel. Other major changes are ahead (more next month!) lll Are you ready for the combined magazine? Every other country I can think of has, for a long time, integrated their magazines for hang gliding and paragliding. The USHGA board of directors has worried through this decision with great care (I’ve a had a front row seat). It won’t please everyone; no decision ever does. But it will be the future. s The good news is, art directors Aaron Swepston and Tim Meehan have given each magazines a snazzier look. Most members to whom I’ve spoken seem enthused about the changes. Even those who weren’t sure about the new appearances are coming around (though a few resist assimilation of “that other sport” into “their” magazine). Hang Gliding and Paragliding are each a little thin; the combined issue will give some needed heft to the magazine. Newsstand operators often judge a title by its thickness as they know customers perceive value by quantity when they evaluate new magazines to buy at the bookstore. For $3.95 you can get a 150-200 page periodical so a 50-60 page magazine appears to offer less value. Don’t forget, the magazine is a “product” for USHGA and it isn’t hard to simply disappear on a newsstand with 500+ magazine titles. s I also wish to give a welcome to Washington state consultant, Dan Nelson, as well as a mention to longtime publications supporter (and computer guru), Steve Roti. These folks, working with Swepston and Meehan and the office staff, have been able to make some big changes that they hope you’re enjoying. lll At the beginning of November, 2002, Tom Peghiny was welcomed into the EAA Hall of Fame. Luminaries from all segments of sport aviation joined several hundred well wishers at a formal evening ceremony in Oshkosh, Wisconsin to honor those who have contributed so much to recreational aviation. A true pioneer, Tom is one of the winningest hang glider contest pilots ever. His design of the Kestrel hang glider in the late ‘70s revolutionized the sport with its double-surface, shaped-rib, short-chord configuration. A teen-aged vice president of Sky Sports — once the east coast’s largest builder of hang gliders — Tom later worked with Electra Flyer and Seagull Aircraft. When Tom presented his acceptance speech he focused on his early years, which were consumed with hang gliding. Peghiny’s focus these days is on powered ultralights. However, he remains an active hang gliding enthusiast flying at Morningside Flight Park site. In recent years he’s been helping his son Jeff to learn hang gliding. With his partner, Spark Lamontange (another hang glider pilot), Tom runs Flightstar and H-Power, two leading enterprises in light powered aviation. Congratulations to a deserving nominee, Tom Peghiny, now a permanent member of the EAA Hall of Fame. lll Returning to more product-oriented news, I’ve been giving periodic updates on the effort of Mike Riggs. From his days building thousands of Seagull IIIs Riggs now returns with Seagull Aerosports. He and his wife Linda attended Peghiny’s Hall of Fame affair, giving me a chance to get caught up on his Pod developments. The new “harness-with-wheels” concept — I hesitate to call it a “trike” as that suggests the wrong image — is kicking into higher gear with Riggs’ acquisition of a shop near his home. His company is now housed at 2415 W. Industrial Blvd., Long Lake, MN 55356. The phone is 952-473-1480 and fax is -1481. He expressed confidence about having a first product by 2003’s earliest airshows and in time for the new soaring season. lll You don’t need to wait until spring to go flying, though. Wallaby Ranch is running a special right now. The “World’s First Aerotow Flight Park” is celebrating its tenth anniversary with a series of “10s.” For example, they say, “It is with pleasure and gratitude that we offer 10-dollar tows from Christmas through January. We want to thank our friends from all over the world for a decade of solid growth. It is your loyal support that made Wallaby Ranch a success.” FMI: fly@wallaby.com or dial 1-800-Wallaby (925-5229) lll The Florida tow park will just be getting revved up for a later event. Wills Wing’s 30th anniversary celebration, is scheduled for the Ranch March 25-30. The SoCal hang glider manufacturer invites you to “come celebrate thirty years in the hang gliding business.” Wills says they are “going all-out!” Planned are seminars, demos, parties, and prizes. lll Wills Wing is offering some wintertime bargains on variometers to help you psych-up for a new season. Their imported Brauniger AV Pilot vario/altimeter, is just $375. Wills states, “The audio is sensitive, and the sink alarm is user programmable for threshold, and offers two different tones.” AV Pilot displays digital and graphical climb and descent rates plus altitude and time in digital with a 50-flight memory. Mounts for hang gliders or paragliders are available. s Want to spend lots less? Try the audio-only variometer Brauniger Sonic for $189. Its three-position switch allows you to select lift-only, lift, and sink and the Sonic comes with a two year warranty. s WW-brand has a deal on a new helmet for spring. Get rid of your stinky old one and grab a Charly Air Control Helmet right now for $79. Wills says the imported helmet “uses a highly effective shock absorbent foam to achieve the European Standard EN966 — Hang Gliding and Paragliding Helmet Certification.” Said to have “extraordinarily light weight and minimal size,” the Charly helmet features a removable chin guard designed to protect the pilot when towing — if the tow line is released under high tension with subsequent recoil. FMI (at their redesigned Website) willswing.com lll Outta room once again. s So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

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ST. PAUL, MINN. — Have you been noticing the change to your magazine? Some pilots have had loud discussions about those changes yet many members have said little (as is common). You’ve been seeing the work of new art directors after a hard push by leaders to spark the magazine’s look and feel. Other major changes are ahead (more next month!) lll Are you ready for the combined magazine? Every other country I can think of has, for a long time, integrated their magazines for hang gliding and paragliding. The USHGA board of directors has worried through this decision with great care (I’ve a had a front row seat). It won’t please everyone; no decision ever does. But it will be the future. s The good news is, art directors Aaron Swepston and Tim Meehan have given each magazines a snazzier look. Most members to whom I’ve spoken seem enthused about the changes.

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Product Lines – February 2003

By Dan Johnson || Leave a Comment

St. Paul, Minn. — Please bear with me as I use all of this month’s column on something that has little to do with products, the usual focus of this column. I’ve been doing this bit of writing for Hang Gliding magazine for a long time (“PL” finishes 24 years with this issue), but one man has been even more long lived. lll After 25 years on the job, Hang Gliding editor Gil Dodgen handed off all his duties to Dan Nelson, a new paraglider pilot with an editorial background. Gil started with USHGA’s magazine with the January, 1978 issue. For those with weak memories or those too new to hang gliding to know the past, an extremely brief history lesson is in order. s In 1978, the Big Three of hang glider building in the USA were Seagull, Electra Flyer, and Wills Wing. We had other prominent Yankee brands like Sky Sports, Bennett Delta Wing, Eipper-Formance, Ultralite Products, Manta, Sunbird, Highster, and CGS Aircraft. Rigid wings were made by companies like UFM, producer of the Easy Riser that wowed pilots with its amazing performance and steep $900 price tag. Another was the Quicksilver, made by Eipper, though it wasn’t a powered ultralight in those days. s While many pilots wore wrist altimeters and used Makiki varios, which needed no batteries, Wills Wing introduced their integrated Chad Flight Deck; it occupied ten times the volume of a Flytec instrument and offered less functions. s The Price harness was a leader with its stirrup concept that was replacing knee-hanger harnesses. A few companies were starting to promote back-up parachutes, but pilots weren’t sure they helped. s Wills Wing stunned their competition with full page ads stating, “We test fly every glider we make.” Of course, HGMA had only recently come into existence and test flying every single glider off a producer’s line was not common practice. s FAA’s Part 103 was still four years in the future and some saw a dark cloud of government regulation altering free flight. From then to now — a period of remarkable development — Gil Dodgen was this magazine’s editor. lll Gil has seen the hang gliding industry through an entire generation. He has edited the magazine during a time free flight schools went from one-day training classes, after which you learned by yourself, to sophisticated organizations with ground schools, lesson plans, and training glider fleets. s He has been at the center of activities that saw 99% of pilots doing mountain launches to aerotowing that today comprises as many as half of all launches in the United States. s Well into the second decade of Dodgen’s reign as editor of USHGA’s flagship Hang Gliding magazine, paragliders arrived on the scene. While paragliding has never become as popular in the USA as it has in Europe, it still made great inroads to the American flying community and contributes substantially to USHGA’s membership and financial health. s Gil has survived several challenges including my own Whole Air magazine which once vied (unsuccessfully) to take over the leadership of Hang Gliding magazine. Throughout Gil’s long tenure, USHGA has seen ups and downs of generous proportions. At times he acted as the anchor for an association that went adrift in its direction and management. Even with the recent art direction and other changes, Gil Dodgen was the hand on the tiller and he leaves Hang Gliding magazine in fine shape and the Association in an upswing. lll However, USHGA leaders wanted something different from the magazine. The organization’s new Executive Director enlisted new art directors, one for Hang Gliding and another for Paragliding. As these two titles are combined, a further reshuffling will occur and USHGA leadership felt it was time to have a new editor in charge of the new Hang Gliding & Paragliding magazine that will debut next issue. Thus, the Executive Committee took steps to replace Dodgen and a new chapter in USHGA history is beginning. lll Gil Dodgen is a very bright fellow likely to rise to the top elsewhere. He is the author of a world-class artificial-intelligence computer program and is a concert-quality pianist who speaks French fluently. s The editor’s job Dodgen has filled so faithfully is not an easy one. Almost single-handedly, Gil produced years of the magazine. About a decade ago, he enlisted an art director who added a new look to the magazine and helped Gil with production duties. When USHGA took over from the American Paragliding Association, Gil added Paragliding magazine to his schedule. Very few people among the membership know how much work this is. But as a testament to his efforts, the task has been done in recent months with four or five people playing a role (though not all of them full-time). s Many Southern California pilots know Gil personally and virtually every member is well aware of his name, but much of his work for the Association’s magazine has been behind the scenes. He’s done gritty stuff like chasing down writers and photographers for material and checking their submissions for spelling, grammar, and content. He’s done tough stuff like handling irate letter writers and has negotiated even more difficult maneuvers trying to satisfy the USHGA office and a 25-person board of directors which has changed notably over the years. He helped the magazine win a Maggie award and has brought much to Hang Gliding and Paragliding. s Yep, after 25 years, a veritable icon of hang gliding in the USA will step off the stage. I’ve worked with Gil pretty closely since joining the USHGA Board of Directors 20 years ago. In my role as an aviation writer, Gil’s work has had value to me that others don’t see; many other contributors also found him a resource. s At the outset of this column I said I wasn’t going to write about products. Yet USHGA’s most visible product is Hang Gliding magazine, so this column has indeed been about a product… a product made immensely better by the steady hand of Gil Dodgen. Gil, I salute you for a job well done for a long time. I can think of no better way to say thanks than to note the indelible mark Gil has left on me and thousands of other USHGA members. Best of luck to a good guy as he takes his leave of the editorship of your favorite magazine. lll So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

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St. Paul, Minn. — Please bear with me as I use all of this month’s column on something that has little to do with products, the usual focus of this column. I’ve been doing this bit of writing for Hang Gliding magazine for a long time (“PL” finishes 24 years with this issue), but one man has been even more long lived. lll After 25 years on the job, Hang Gliding editor Gil Dodgen handed off all his duties to Dan Nelson, a new paraglider pilot with an editorial background. Gil started with USHGA’s magazine with the January, 1978 issue. For those with weak memories or those too new to hang gliding to know the past, an extremely brief history lesson is in order. s In 1978, the Big Three of hang glider building in the USA were Seagull, Electra Flyer, and Wills Wing. We had other prominent Yankee brands like Sky Sports, Bennett Delta Wing, Eipper-Formance, Ultralite Products, Manta, Sunbird, Highster, and CGS Aircraft.

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Product Lines – December 03

By Dan Johnson || Leave a Comment

St. Paul, Minn. — The vote is in! Members voted yes on both initiatives, overwhelmingly (84%) so on the towing question but convincingly (62%) on the powered harness (HG & PG) question. Now, as politicians advise after elections, we must consolidate and move forward. Griping about the results, if you took a not-winning position, no longer benefits anyone. • I doubt we’ll experience many problems from powered harnesses for three reasons: (1) not that many of them flying… a few hundred, realistically, and many of their pilots respect silent-flyer sensibilities; (2) most powered harnesses won’t show up at flying sites. They don’t have to… they can launch almost anywhere. Plus, clubs running sites always have had and still do have the right to make their own rules about who can launch and land on property they control; and, (3) powered harnesses find their best demand from pilots who otherwise must travel to mountain sites or towparks. • Regretfully, the status of nanotrikes (lightweight trikes intended for soaring flight) in USHGA remains uncertain, but they’re an even smaller segment at this time so their operation shouldn’t cause any major case of hiccups. ••• It was a real pleasure for me and several other USHGA board members to observe fellow hang glider pilot, Dudley Mead and his team practice launching an authentic reproduction of a 1902 Wright Glider ( FMI: wright-brothers.org). On October 6th I got to burn many digital photos of Dudley and KlasOhman getting their highest flights ever (30-40 feet AGL). • Klas, a Navy jet jockey, tended to land on the skids (probably as the Wright brothers did) while Dudley reflexively lowered his legs to foot land the 120 pound glider. “Old habits die hard,” Mead kept saying. • Much like windy cliff launching, Wright Glider pilots need help to get airborne. With someone positioned at all four corners of the Glider’s lower wing, grasping an interwing strut, the quartet runs to launch the old-time reproduction. As Dudley and other pilots took their turns flying the tricky-handing wing, the launchers in early October were often hang glider pilots and USHGA board members. Kenny Brown, Paul Voight, Davis Straub, and Bruce Weaver (among others) took enthusiastic runs down the sand dune. On a “Tether” call from the prone pilot, the trailing edge runners dropped off leaving just the two leading edge pullers heaving ho until the pilot shouted, “Release.” ••• Returning to nanotrikes, the market leader is surely Lookout Mountain Flight Park with more than 150 SkyCycles in customer hands. An upgraded model, SkyCycle X, incorporates numerous improvements at no increase in the $5,500 cost of the trike carriage. The sum includes a 28-hp Zanzottera or a 22-hp Zenoah G-25 engine. The hang glider wing is extra, of course, but many HG pilots own at least one that might be used for the nanotrike. Upgrades to the X model include improved ground handling by lowering the C.G. and increasing the wheelbase, a more inclined seat, and side carry bags. Lookout added, “The rugged, aerodynamic, cantilevered rear landing gear has been retained.” • LMFP is also representing the even-tinier Australian-built PowerLite nanotrike. FMI: 877-426-4543. ••• As many know, Matt Taber is adept at finding ways to help Lookout Mountain Flight Park succeed. In addition to the nanotrike line, Matt has started selling powered, two-seat trike ultralights. Matt’s foray into conventional ultralights represents the only powered company I know of that is directed solely by hang gliding businessmen. U.S. Aeros boss GW Meadows, long established as a successful importer of the Ukraine-made hang glider line, contracted with Taber to market the Aeros brand of trike ultralights. • In addition to hang gliders, Aeros supplies somewhat heavier wings for use on numerous trike brands. Aeros builds the French-designed Sky Ranger fixed wing ultralight under contract, and GW reports that the Ukraine company is well along on a fiberglass ultralight sailplane. In this wide line the team of Meadows and Taber saw an opportunity. Given Aeros boss Alexander Veronin’s good relationship with GW, expanding the U.S. Aeros line made sense. • The Velocity trike is already known to American ultralight pilots as the Venture, a name given by its former importer. Of special interest to non-powered HG pilots is the Velocity’s capability to perform hang glider towing. ••• In other motor news, paragliding guru Alan Chuculate has completed preliminary flight testing of a lightweight trike specially designed to aerotow paragliders. His stated goal for the Paratug is, “being able to aerotow solo paragliders at 23 mph and at 25 mph when tandem.” • Chuculate uses a modified Wills Wing Condor, the large wing built by the Southern California leader for slope training. The HG builder isn’t comfortable with the use of their Condor on powered aircraft but Alan had always planned to change it. He redid elements of the airframe using 7075 tubing and plans to upgrade the sail to stouter cloth. “It’s fair to say Condor was just a starting point,” Alan says. • I’ll have more on Chuculate’s Paratug in successive columns as it represents a ground-breaking effort to bring paragliders into the world of aerotow parks. Meanwhile, FMI: alanc@san.rr.com ••• Finally, at the fall 2003 USHGA board meeting, nearly everyone came out of their seats and dashed to the window when well-known British pilot, Ben Ashman, flew over the beach at Kitty Hawk in his suprone powered harness, the Doodlebug. Ben has flown a Doodlebug across the English Channel, so a little jaunt from a local airport to the beach was no great cross country. Yet I found it fascinating to observe the keen interest from many pilots who have no intention of flying with power. Kenny Brown’s Moyes America enterprise is importing the rig. FMI: flyamoyes@aol.com. ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

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St. Paul, Minn. — The vote is in! Members voted yes on both initiatives, overwhelmingly (84%) so on the towing question but convincingly (62%) on the powered harness (HG & PG) question. Now, as politicians advise after elections, we must consolidate and move forward. Griping about the results, if you took a not-winning position, no longer benefits anyone. • I doubt we’ll experience many problems from powered harnesses for three reasons: (1) not that many of them flying… a few hundred, realistically, and many of their pilots respect silent-flyer sensibilities; (2) most powered harnesses won’t show up at flying sites. They don’t have to… they can launch almost anywhere. Plus, clubs running sites always have had and still do have the right to make their own rules about who can launch and land on property they control; and, (3) powered harnesses find their best demand from pilots who otherwise must travel to mountain sites or towparks.

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Product Lines – December 02

By Dan Johnson || Leave a Comment

ST. PAUL, MINN. — The USHGA board of directors met in mid-October and some interesting news developed. Though “just a bunch of hang glider pilots,” this group often amazes me with the level of its professionalism. Don’t forget that around 30 persons volunteer their time, pay their own expenses, and work long hours to direct the association’s business — backed up by a paid but equally hard working headquarters staff. This fall finds USHGA in admirable shape with membership up and finances in good condition. At a time when I know most of aviation — from recreational flying to the airlines — to be suffering, this performance is more than satisfying and I hope all members appreciate it. lll Work of the board will appear in the magazine in various ways, but I’d like to note three actions that I believe members will find of interest. s First, the magazine will go to a combined publication with the March 2003 issue. The idea was tested. Members voted (overwhelmingly in favor), and it has been settled. You’ll start getting a magazine with both hang gliding and paragliding coverage… just like the rest of the world has been doing for years. As with other board deliberations, you’ll read more about this as the date approaches. You can also consult your Regional Director for his or her thoughts. s Secondly, both big Florida airparks (Wallaby and Quest) will — with sponsorship and direction from USHGA — bid to host the World Meet in 2005. While this seems a long way off, it is a major event that will draw the best pilots in the world to come to the USA. The matter had its share of controversy but the request to the international body, CIVL, should move forward. I know I’ll want to go to Orlando to catch some of the action. You, too, perhaps? s Thirdly, a simmering debate heated up regarding powered paragliders and powered hang gliding harnesses and whether these machines should in some way be embraced by USHGA. The discussion ranged from “Hell, no!” to more thoughtful approaches though all leaders are keenly aware this issue can be divisive. Nonetheless, at the October board meeting board directors heard eloquent presentations on the subject. No decisions were confirmed but this issue is not likely to go away. After all, many of these pilots use the auxiliary power to get altitude for soaring flight — though they sometimes simply drive around in smooth air. And, it was observed, with aerotow launches comprising some 30-40% of all launches in the USA, power is already part of the equation. lll One of the neatest things that happened as part the board meeting was a special event commemorating and thanking all the presidents of USHGA since the beginning. Not every president was able to make it but most were. Each man contributed something that lead your association forward and they deserved the recognition and applause. lll One person in the audience at Wallaby Ranch was Sue Gardner. For those that have forgotten, Sue is the pivot person in FAA’s new proposed rule often called “Sport Pilot.” I’m aware she has been taking powered trike lessons in her new home of Alaska, but she’s not hesitant to try free flight. In fact, at Quest Air, Gardener went tandem in a hang glider, and, as ex-prez’ Bill Bryden put it, “She LOVED it!” Good for Sue for being an open-minded FAA official and good for the Quest and board folks who arranged her flight. lll Thinking about how hang gliding is surviving the aviation recession, I had a chance to visit with longtime Canadian entrepreneur, Michael Robertson. His High Perspective operation is having a banner year. “I don’t know about a hang gliding decline but we’re kicking ass up here!” He says his boat tow operations doubled this year and had done so last year as well. Michael’s boat towing experience goes back to 1965 with the old flat kites. Like most big schools, he’s been offering tandem instruction for more than five years. s Robertson has also created his own glider pontoons which are built like a surfboard with a foam core and a fiberglass shell. “Two people can actually climb up on the glider and hook in. Waves don’t cause a problem and you tend not to get wet due to the long outward-curved bow,” Michael says. s Robertson runs two full-time operations not far from his base in Toronto and plans to open another operation next year. All locations except the boat tow operation use hydrostatic winches which allow step towing. To maintain his high standards, Michael trains all his own instructors. FMI: www.FlyHigh.com lll At the board meeting, I spoke with David Glover about yet another successful towpark, this one in Wisconsin. About the site’s operator, Glover said, “Brad Kushner is doing a great job and has built a flight park operation that provides an excellent blueprint for flight parks that might be created in other parts of the U.S.” David feels Kushner didn’t have some of the advantages of the Florida flight parks, but “through hard work and drive, Brad has built his business from the ground up. Anyone who wishes to replicate this effort ought to talk to Brad,” added Glover. s When I indicated I’d be writing something about Raven Sky Sports and the aerotow park operation, Brad said, “We’ve been working to bring aerotow hang gliding to Midwest pilots since August 15, 1992,” making the Wisconsin Hang Gliding Club among the oldest of aerotow operations in the United States. His business “offers flying and lessons from 7:30 a.m. until sunset, seven days a week.” He uses “four Dragonfly tow planes and four T2 tandem hang gliders on landing gear with modern over/under harnesses.” Not totally dependent on aerotowing, Kushner also has seven grassy training hills (facing all wind directions) for foot-launch and foot-landing training. Also offered: locked glider storage; camping; clubhouse; discounts at all local motels; close-by mountain biking trails, fishing holes, and swimming pools. Brad reports summer temperatures are usually in the 80s, seldom in the 90s. He also says his location offers “A+ cross-country potential with hay fields as far as the eye can see.” The Wisconsin Hang Gliding Club has over 200 members. FMI: www.hanggliding.com lll So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

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ST. PAUL, MINN. — The USHGA board of directors met in mid-October and some interesting news developed. Though “just a bunch of hang glider pilots,” this group often amazes me with the level of its professionalism. Don’t forget that around 30 persons volunteer their time, pay their own expenses, and work long hours to direct the association’s business — backed up by a paid but equally hard working headquarters staff. This fall finds USHGA in admirable shape with membership up and finances in good condition. At a time when I know most of aviation — from recreational flying to the airlines — to be suffering, this performance is more than satisfying and I hope all members appreciate it. lll Work of the board will appear in the magazine in various ways, but I’d like to note three actions that I believe members will find of interest. s First, the magazine will go to a combined publication with the March 2003 issue.

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Product Lines – December 01

By Dan Johnson || Leave a Comment

ST. PAUL, MINN. — Since last month’s column, I’ve been to the USHGA board of directors meeting in Salt Lake City, Utah. As usual, the large group of directors invested many hours of their time — all unpaid, volunteer work and they pay most of their own travel expenses! If you want more details, ask your regional director or read articles elsewhere in this magazine. ••• However, my focus at these meetings is as chair of the Publications Committee. Often, this committee’s work is obscure but this time, the committee recommended and the full board blessed an idea that will affect everyone in Yooshga, including both hang gliding and paragliding pilots. The work involved a plan to combine our two magazines into one. • Now, before I make someone angry, let me stress that you will see articles in both magazines surrounding this change AND members will be given a chance to provide their thoughts. The controversy over the waiver some years ago taught the board a lesson (see, democracy can work) so members will be asked for their comments. • Of course, this already occurred once in the combined test issue a couple years back. Members were solicited for their opinion then, too. However, that was then and this is now, so when you are asked, please respond to the inquiries. It’s YOUR magazine and the most visible member benefit. Speak up! • My own thoughts are that the combination of magazines makes lots of sense. It can also help USHGA market hang gliding and paragliding to newcomers, something needed throughout aviation. I encourage you to read the explanatory articles and to state your feelings. But I hope you’ll give this idea a chance. My committee debated this over our longest session since I became the committee chairperson oh-too long ago. We think we did the right thing. Now, we ask your thoughts but also your support. ••• Altair is back! Of course, you knew this as it has been reported earlier. But recent words from proprietor Steve Schuster confirmed the new developments. He wrote in late October, "We are the new reps and the builders at this time. John [Heiney] is here at this time teaching me all he knows about building them and servicing them." He goes on to say, "We are planning to continue building the same great gliders… and hoping to add a larger Saturn and a single surface [glider] next year, and after that, a light topless." Sounds like things are happening and that the Schusters are excited about their venture. Altair info: Birdy0959@aol.com. ••• Icaro has news of a new glider. Pilot extraordinare Manfred Ruhmer has "slightly modified the sail of the MRX 2001" and the company is proud to introduce a "new model for the year 2002 called MR700 & MRX700 World Record Edition." They note the new derivations were temporarily called the MRN2 and MRX2. MR700 is called their "basic version," while the MRX700 is "the competition version with Bainbridge cloth." Each is available in two sizes, 13 and 14 square meter (140 and 150 square feet). • Icaro also notes that, "from January onwards… the Laminar 12ST will be replaced by the Laminar 12MR." All newly developed hardware on the MR700 will be applied to this new model as well. The company also boasted that "all our hang glider models are entirely made out of the best tubes available, produced in 7075 aluminum alloy by Alumenziken," a well respected Swiss factory. "We are convinced that this alloy is the best material for our product," says Icaro. Of course, 7075 is also widely used on U.S.-based designs. With the new models percolating through their production line, they state, "Starting from now, the MR and MRX 2001 models will not be produced anymore." However, they will continue supplying spare parts and all related services. ••• Flytec, the instrument and accessories company, has some cures for your wintertime blues. Specifically, they have some new Blueye Goggles that are no goofy-looking eyescreens. They look more like totally-hip sunglasses that fit snugly and use an elastic band in lieu of the usual sunglasses construction. Boss Steve Kroop writes, "Their refined contours combine the innovative ‘vac-u-air flow system’ with sensational form to deliver an exceptional sporting accessory …and they look cool, too!" He continued explaining, "The frames are made from soft Santoprene which provides a rugged and comfortable fit. The lenses are made of impact resistant polycarbonate treated with FX2 anti-fog coating providing excellent eye safety, fog-free vision, and 100% UVA and UVB protection." They come with a second pair of lenses and you can change them quickly and easily. Colors include Rose, which Steve says is optimal for cross country flying thanks to their cloud-clarifying ability, or you can have Yellow, Blue/Clear, Mirror, or traditional Smoke colors. He says you can put on a full face helmet over the Blueyes — as they form fit to your face — and that they’re quite durable so long as you don’t go dragging them around on the ground. They sell for $80; dealers may inquire. • Flytec also has a second generation racing pod for instruments. The company reports, "The two most noticeable differences will be the cost and the instrument installation. Retail is expected to be around $150, down about $100 from most of the pods currently available." The other big change is that when you want to install the Flytec 4000 series instrument it will be removed from its standard housing, "thereby making the pod sleeker, lighter and more aerodynamic." • Finally, Flytec is trying to help top pilots Bo Hagewood and Paris Williams attend the Australian contests this winter. Selling a Flytec shirt for $15, all proceeds will go to the two pilot’s travel costs. Flytec wants to help "two most affable, financially challenged hang gliding waifs" stay tuned up for the 2002 contest season. Of course, they’re both Flytec-sponsored pilots. However, as demonstrated by their support of the World Record Encampment and the springtime contest at Quest Air, Flytec has stepped up to the plate with significant sponsorships for all who attend, regardless of what glider they fly. • Flytec goodies should be available for Christmas gifts. Info: 800-662-2449 or info@flytec.com. ••• So, got news or opinions? Send ’em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930; please note my new e-mail address of News@ByDanJohnson.com… but you can still use CumulusMan@aol.com for the foreseeable future. • All "Product Lines" columns will be available later this year at www.ByDanJohnson.com. THANKS!

Published in Hang Gliding Magazine

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ST. PAUL, MINN. — Since last month’s column, I’ve been to the USHGA board of directors meeting in Salt Lake City, Utah. As usual, the large group of directors invested many hours of their time — all unpaid, volunteer work and they pay most of their own travel expenses! If you want more details, ask your regional director or read articles elsewhere in this magazine. ••• However, my focus at these meetings is as chair of the Publications Committee. Often, this committee’s work is obscure but this time, the committee recommended and the full board blessed an idea that will affect everyone in Yooshga, including both hang gliding and paragliding pilots. The work involved a plan to combine our two magazines into one. • Now, before I make someone angry, let me stress that you will see articles in both magazines surrounding this change AND members will be given a chance to provide their thoughts.

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Product Lines – December 00

By Dan Johnson || Leave a Comment

ST. PAUL, MINN., — Good words continue to flow for Joe Greblo’s Dockweiler Beach Reunion Fly-in. Joe reported nearly 400 people were present and about 150 qualified as genuine-article hang gliding pioneers. From all accounts, a great time was had by all. Perhaps even more amazing — considering the FiftySomething age range of many who attended — was the flying. Yep, pilots hooked themselves into all manner of antique wings from standard rogallos to bamboo-and-plastic models and gave ’em another try on the gentle slopes of the Pacific right off LAX airport. ••• A new model several tried was Wills Wing’s new training glider, the Condor. This is a big boy, at a whopping 330 square feet (30.7 sq. m.). The Texas-sized glider has other interesting specs: span is 39 feet, yet it weighs only 53 pounds; stalls at only 13 mph, while sustained max speed is 32 mph; pilot weights run a very broad spectrum from 100 to 265 pounds. Weight is kept down by using 7075 tubing throughout the airframe and battens (control bar and kingpost are 6061). • Wills gave a lengthy description of the new behemoth which included, "Condor 330 is a special-purpose training glider designed for first solo flights by hang glider students under direct instructor supervision, at very low altitudes." Dockweiler’s 35-foot high sand dunes certainly qualify. WW elaborated saying it can "easily achieve flight in little or no wind at very low groundspeeds from a shallow slope." However, they also caution that "Condor is intended for use in still air, or in very light winds which are very smooth and uniform, without appreciable gusts or thermal activity." • Condor is designed for solo flight and will be sold only to instructors. Wills didn’t say how they intend to prevent usage they don’t condone, but with today’s focus on faster-and-further, a glider with a top speed of 32 mph won’t find a market in the X-C crowd. • Perhaps one of the more amazing aspects of the Condor is a comment from Rob Kells that WW may make this design available to other manufacturers. In my 26 years in hang gliding, I don’t believe I’ve ever heard such an offer. Wills has long been a promoter of healthy growth; their Condor is intended to help bring new participants into the sport and this offer seems to show that clearly. Info: 714-998-6359 or willswing.com. ••• Speaking of new gliders… First, a little fresher news on AirBorne’s new Climax, received after last month’s column headed to the printer. Rob Hibberd, a honcho at Airborne, writes that on their second pre-production sail, "there are only minor modifications to complete before we start work on the [smaller] 144 size." A number of pilots have flown the Climax now, AirBorne says, and their opinions include: "excellent roll response, slow stall speed, excellent sink rate, easy to land (large flare window), and a sail fit that is second to none." Undoubtedly these are enthusiastic AirBorne supporters, but my recent experience with their improved Streak wing (for powered trikes) so impressed me that I can believe good things about their hang gliders. More info at: airborne.com.au. ••• A factory newsletter from the Italian producer of the Laminar gliders says, "In the past years we had slightly modified our gliders always looking for improvement; but this year Manfred Ruhmer has really managed to make a difference. What he developed and applied on his own glider did not only prove to be excellent in competitions, but it also came out to be suitable for all advanced pilots!" Due to their satisfaction with Manfred’s work, Icaro has decided to implement these changes on all of their topless gliders. They say the new model "performs greatly but is still easy to fly with the VG-off; with the VG-on it will become a real racing machine, though!" Icaro says it is starting the production of the new model. • Out with the old to make room for the new. Icaro also said that "the old ST models will not be produced anymore," though they will continue supplying spare parts and all related services. The STs will be replaced by the new Laminar MR in its two versions: Laminar MR 2001 (the Basic version) and the Laminar MRx 2001, what Icaro calls, "the competition-Matrix version." Each of them will be available in two sizes: 13 and 14 square meters or 140 and 150 square feet. • The newsy Icaro letter also bragged about their changes to the swivel tip saying the smaller swivel version, "also has its own compensator; this is the biggest novelty of the MR2001!" The tip has a larger movement range in flight. It is connected with a cable and a pulley to the central part of the cross bar. When the VG is on, the tip lowers and when it is off, it rises. Icaro claims this, "optimizes your glide and safety features in flight." They add that this happens automatically when you pull your VG on or off. • Importer Rich Burton of AV8 says, "The new basebar is beautiful. It has the traditional Icaro grip and very clean corner brackets." • Naturally, all this isn’t free. Icaro reports that the price will be "slightly higher than last year’s due to the new materials used on this glider" Info: indasky@yahoo.com. ••• Take that new glider south for the winter! Jeff Hunt writes, "We are now beginning to make arrangements for this season flying in Valle de Bravo, Mexico. Sound warm and inviting? Pilots can ask about his packages and services at 512-467-2529 or jeff@flymexico.com. ••• You’ll need accessories, too. U.S. Aeros boss, GW Meadows, announced, "Just went live yesterday (11/5/00) with what I think is the first e-Store in hang gliding. By e-Store, I mean with shopping cart and everything." The site is "being updated all the time," he adds and says he’ll be adding more in the future. Go to the e-Store at www.justfly.com. ••• Corrections Dep’t: In October I reported that Rich Burton was the importer of the Tenax. In fact, he has the rights to the Manfred Ruhmer version of Tenax. • The USA distributor for all the other Woody Valley harnesses is Greg Black’s Mountain Wings. The MR Tenax is a future product that has yet to become market ready. Meanwhile, Mountain Wings has invested heavily in all other Woody Valley harnesses which are in production and for sale now. More info: MtnWings@Catskill.net or woodyvalley.com. ••• So, got news or opinions? Send ’em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. • All "Product Lines" columns will be available later this year at www.ByDanJohnson.com. THANKS!

Published in Hang Gliding Magazine

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ST. PAUL, MINN., — Good words continue to flow for Joe Greblo’s Dockweiler Beach Reunion Fly-in. Joe reported nearly 400 people were present and about 150 qualified as genuine-article hang gliding pioneers. From all accounts, a great time was had by all. Perhaps even more amazing — considering the FiftySomething age range of many who attended — was the flying. Yep, pilots hooked themselves into all manner of antique wings from standard rogallos to bamboo-and-plastic models and gave ’em another try on the gentle slopes of the Pacific right off LAX airport. ••• A new model several tried was Wills Wing’s new training glider, the Condor. This is a big boy, at a whopping 330 square feet (30.7 sq. m.). The Texas-sized glider has other interesting specs: span is 39 feet, yet it weighs only 53 pounds; stalls at only 13 mph, while sustained max speed is 32 mph; pilot weights run a very broad spectrum from 100 to 265 pounds.

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Product Lines – November 03

By Dan Johnson || Leave a Comment

St. Paul, Minn. — Again with the motor news…? These little contraptions are making quite a… how nicely can I put it? — “joyful noise.” The vote is now history. As I write this in late September, the count has not been made but trends pointed toward acceptance. • Time to take a breather and then move on. Let’s realize that we only have a few hundred of these motor guys. Some flying sites will have to work out compatibility issues, but for the most part powered harnesses, powered paragliders, and nanotrikes allow flight from places closer to home. When they do fly in the company of unpowered hang gliders or paragliders, they are among the quietest of ultralights as their engines have commonly been developed in noise-sensitive Europe. • This column will continue to track the field. But these tiny rigs are simply engines on hang gliders or paragliders and the wings still fly the same (they may even have similar wing loading through the use of larger wings). So, I’ll still be looking for news among unpowered hang gliders and paragliders. If you’ve got some… well, you know the drill. ••• After last month’s review of some soaring trikes on display at the giant Oshkosh airshow, I have one more update. At this event, with 15,000 aircraft on the grounds, many are spectacular showplanes. Nearly all of these are judged for the quality of craftsmanship in building or restoration. Teams of judges, often themselves experienced builders, swarm around the best planes evaluating them so carefully that even such minutia as bolt positions and decal straightness are intimately examined. Those who win are astonishing works of the builder’s art, commonly taking thousands of hours to complete. • Among those feted at the big show was Steve Rewolinski’s nanotrike, which EAA called simply, “Soaring Trike.” Steve’s effort garnered him the prestigious Ultralight Reserve Grand Champion award. Rarely do soaring machines of any kind qualify for this honor and Steve should be beaming that big smile of his. Congratulations to him for putting a hang glider in the ranks of flying machines celebrated at Oshkosh. (Despite the brouhaha over powered harnesses, powered paragliders, and nanotrikes, I believe Rewolinski’s “soaring trike” is indeed a hang glider as it had a Laminar MR700 wing atop Steve highly streamlined creation. He intends it for soaring flight and has often used it that way.) ••• Still thinking of soaring news at Oshkosh… Last month I mentioned a new hang glider tug. Tentatively called “Breese AT,” the new entry is built by M Squared of Alabama. Proprietor Paul Mather is a three-decade veteran of the ultralight industry, 17 years of which were at Quicksilver Aircraft. Naturally his models bear a significant likeness to those from the company he left. Paul stayed with an airframe shape he knew and beefed it up for larger engines and harder work, like training …or towing. • The story develops as former Second Chantz parachutes owner — plus hang glider and paraglider pilot — John Dunham, approached Mather and M Squared. They struck a deal where Mather will built the customized rig and Dunham will market and distribute it. Dunham is already very familiar with M Squared airplanes as he leases one he owns to TV production studios as a filming platform. He explains, “I’ve been working with Paul to develop a new aero tug to compete with the Dragonfly. We will be doing flight and hang glider tow testing in Alabama, and then I will be flying it around to all the Florida parks to show it off. I’ll be the exclusive marketing agent to the HG community.” • In explaining his request to M Squared, John said that he wanted it to be, “…based on the M Squared Breese single place design with the two-place, single surface, slow, strutted wing, a Maule type tow hook release under the rudder, tundra tires, and a specially-built 670 Rotax… almost 100 hp at the same weigh as the 582.” • About his hybrid model Mather is convinced, “She’ll climb all day at 25 mph while towing a hang glider. The climb angle is a real eye opener.” The M Squared model is reportedly lighter than a Dragonfly which explains some of its impressive performance. Another reason is the low-speed single membrane airfoil (a direct derivative from the Quicksilver hang glider of the 1970s). As of Oshkosh, Mather had starting test flying but towing had not been accomplished. Some adjustments are likely to get the tow angles and releases perfected, but these tasks shouldn’t unduly slow progress. • With about 50 operating, no new tug will overtake the Dragonfly anytime soon. But choices are always good. John told me, “I plan on marketing it for around 25 grand ready to fly, including a BRS 750 VLS [vertical-launching emergency parachute] system.” FMI: jdunham@sbcglobal.net.• Neither Mather nor Dunham have overblown expectations; they only hope to sell a few a year. But since M Squared is a viable enterprise in ultralight aviation, a few extra sales a year are useful if the development cost isn’t too high. ••• Of great relevancy given the powered harness and paraglider debate is Seagull Aerosports’ unpowered Pod Racer. This engine-free, substitute-for-a-harness is still a trike and one that does not allow for foot launching; it is designed to be towed. Perhaps such a soaring trike doesn’t interest you but it’s hard to argue the Pod Racer isn’t a hang glider. What is it otherwise? It isn’t an ultralight; it has no engine. The tandem rigs used for instruction at most towparks take off and land on wheels all the time yet we still think of them as hang gliders. Tow launches so important to modern flying often start (and sometimes end) on wheels. Are we so attached to “foot launch” that the Pod Racer would be disregarded? My point is not to create extra static in an atmosphere crackling with tension over the powered harness or paraglider. Yet the Pod Racer is coming. How will we regard it? …Next month, a return to some unpowered information. ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

Compress Post ...

St. Paul, Minn. — Again with the motor news…? These little contraptions are making quite a… how nicely can I put it? — “joyful noise.” The vote is now history. As I write this in late September, the count has not been made but trends pointed toward acceptance. • Time to take a breather and then move on. Let’s realize that we only have a few hundred of these motor guys. Some flying sites will have to work out compatibility issues, but for the most part powered harnesses, powered paragliders, and nanotrikes allow flight from places closer to home. When they do fly in the company of unpowered hang gliders or paragliders, they are among the quietest of ultralights as their engines have commonly been developed in noise-sensitive Europe. • This column will continue to track the field. But these tiny rigs are simply engines on hang gliders or paragliders and the wings still fly the same (they may even have similar wing loading through the use of larger wings).

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Product Lines – November 02

By Dan Johnson || Leave a Comment

ST. PAUL, MINN. — Tucks and tumbles and tails and winglets. What’s happening out there? Rigid wings had good showings at recent competitions and their participation in places with stronger conditions has revealed the value of a fixed tail. Aeros has also fitted sleek winglets to their Stalker 2. My guess is more controlling surfaces are headed our way.  At last summer’s Worlds approximately a third of the rigid wing pilots flew with tail-equipped wings. Some pilots have even made the normally fixed tails moveable. Alex Ploner reportedly installed an electric servo motor on his tail which allows him to set the angle of the tail for climb and glide. At minimum, tails cause a damping of control bar movements which helps in distance flying by reducing fatigue. It isn’t clear if the tail alters the likelihood of the glider tucking or tumbling but contest pilots have said they’ve been helped with a higher confidence level.  Recently at a large ultralight airshow in France, I saw a trike flex wing that had controllable surfaces fitted; controllable surfaces seem destined for experimentation on flex wings if for no other reason than their acceptance on rigids.  Going all the way, we arrive at the stick-controlled Swift. Is their popularity growing? According to a Q&A session with Brian Porter, US Airsports Net (usairnet.com) reported the following exchange which began with their question: “Approximately how many Swift gliders are there in the US?” Brian answered, “The exact number of Swifts in the USA is unknown to me. Bright Star produced around 60 Swifts over a two year period. Many of these Swifts were shipped to Europe. On the other hand Aeriane also has produced even a greater numbers of Swifts, some of which have been shipped to the USA. Twelve Swifts [were] expected to be shipped into the country to participate in the… World meet in Chelan.” Even a couple hundred Swifts can’t be considered a large segment of the market. On the other hand, it’s arguably the most successful stick-controlled hang glider ever made.  Rigid wings don’t rule the roost, though. Flex wings still dominate recreational and contest flying. For those who have traveled by airline in the last year, the process has become burdensome (putting it euphemistically). If you try to take your hang glider with you, it can be even more challenging. One German producer, Finsterwalder, has long addressed this problem with their Fex line of gliders that pack down to a mere six feet — you can actually carry it back-pack style. Actually, all Fex models break down to your choice of 6, 12.5, or 18 feet. With new U.S. representation we may see more than the occasional odd example. Using Thomas Finsterwalder’s “bayonet-style telescoping fittings,” these designs break down readily to the short length with an assembly time that adds only 5-10 minutes over a conventional wing; and no tools required. They possess German DHV certification and are available in five models: Speedfex (top of the line, high performance), Airfex, Funfex, Perfex (good for training use), and Lightfex. The latter is claimed to weigh less “than most paraglider bags,” or more specifically 43 pounds. It is the lightest of the Fex line but they all feature surprisingly low weights. You may find these gliders worthy of further investigation. FMI: FexAmerica.com or call 760-752-9755.  Another glider of interest to non-competition pilots is the newly offered Seedwings Shadow. Though the brand name is familiar, this is not the Seedwings from the USA. It the European version and the Shadow is sold in the USA by JustFly who positions it as an “intermediate” glider. Like JustFly’s Aeros line of gliders, Shadow is reasonably priced at $4,395 and deliveries are said to be fast (“4-6 weeks”). Proprietor GW Meadows says the wing has “a virtually perfect combination of performance and ‘ease of flight’.” Three sizes are available: 133, 146, and 158 square feet. Lots of info is available on their Apple-inspired Website; in fact, you may have trouble deciding between JustFly’s broad line. But isn’t this how shopping should be? FMI: JustFly.com or call 252-480-3552.  John “Ole” Olson is again taking up residence in Mexico. He will move from his U.S. base way up in the northwest corner of America (north of Seattle) to a point south of Puerto Vallarta, a familiar resort destination. About 100 klicks southeast down the west coast of Mexico, one arrives at Colima. Since his 1989 Mexico Safaris, Ole has become “ Mexico’s original gringo guide,” not missing a season. This winter, he’ll again locate at the old airfield in Colima’s Antiguo Aeropuerto. Olson says he will “begin work on a flight park named Rancho Deluxe.” Foot launching will be the order (and his personal preference) this season, but eventually he hopes “to offer towing from the runway, too.” He expects to be operational by the first week in December “when the flying season really kicks in,” and he’ll remain in his Southern home until the end of March. He provides the gliders, the guiding, and the Spanish language. Mexico provides the sunshine and thermals. If you want to get the flavor of flying in Mexico, I recommend you go to the following site, where entertaining writer Ole spells it out in colorful detail: www.learntoflytrikes.com/WeFlewMexico.htm  So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

Compress Post ...

ST. PAUL, MINN. — Tucks and tumbles and tails and winglets. What’s happening out there? Rigid wings had good showings at recent competitions and their participation in places with stronger conditions has revealed the value of a fixed tail. Aeros has also fitted sleek winglets to their Stalker 2. My guess is more controlling surfaces are headed our way.  At last summer’s Worlds approximately a third of the rigid wing pilots flew with tail-equipped wings. Some pilots have even made the normally fixed tails moveable. Alex Ploner reportedly installed an electric servo motor on his tail which allows him to set the angle of the tail for climb and glide. At minimum, tails cause a damping of control bar movements which helps in distance flying by reducing fatigue. It isn’t clear if the tail alters the likelihood of the glider tucking or tumbling but contest pilots have said they’ve been helped with a higher confidence level.

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Product Lines – November 01

By Dan Johnson || Leave a Comment

ST. PAUL, MINN. — Of course, nearly all the news in the last month has focused on the War on Terrorism. Each of us sees this through our own eyes. We cope with the events in millions of individual ways. A logical way for many hang glider or paraglider pilots is to fly. Many of us find a quiet peace in the air. But in a time of national emergency, officals must make decisions. Among those was the grounding of the entire American aviation fleet, an action that has never occurred in the history of aviation. Naturally, hang gliders and paragliders were included in the grounding. • Led by our capable CEO, Jayne Depanphilis, your USHGA office kept in regular contact with other hang gliding leaders, plus those from the U.S. Ultralight Association, to get word from the FAA regarding the ban on flight and its subsequent lifting. On September 20th, only nine days after the attacks, Jayne said, "I now have it in writing from [FAA official] Mike Henry… that USHGA can operate/resume all aspects of Part 103 outside of Class B enhanced airspace." For those unfamiliar with sectional charts, Class B is controlled airspace around major airline hubs; the "enhanced" part of the new ruling means to-the-ground, rather than the upside-down wedding cake look of normal Class B airspace. • Thanks to Jayne, her staff, and other leaders for their steady efforts to allow us to return to flight. I also wish to add my personal condolence to all who lost loved ones in this unimagined horror. ••• Just before this tragedy, a Grandfather Mountain reunion proved a memorable event. Several anecdotal reports I received told of a great time atop the east’s must rugged mountain. • My former partner at Crystal Air Sports, Tom Phillips, wrote "It was like a time-warped dream… with wuffos asking questions and watching in awe as Sky Gods from the past dove off a rock the size of a kitchen table with a hastily cobbled 2×6 lumber extension." Tom wondered how many other pilots would have made the event had there been more notice. Indeed, I only heard about it from Kitty Hawk’s John Harris at the Oshkosh airshow mere days before it occurred. • Names like Burke Ewing, Terry Sweeney, Tom Peghiny, Tom Haddon, Jeff Burnett, Doug Lawton, Bubba Goodman, and Pete Knebel joined contemporaries like organizer, GW Meadows. At night, old movies and modern computer presentations were enjoyed along with talks by Harris, Meadows, and the Hugh Morton family. Many hoped it would become an annual thing. I see it as the east coast version of Joe Greblo’s Dockweiler Beach reunion. ••• Music was also part of the Grandfather Mountain reunion. Only this wasn’t just any old music; it was hang gliding music. Yup, fer sure, dude! More correctly, it was — and I quote — "Songs That Only Hang Gliding Air Junkies Understand." An entire CD, "Pelican Tunes" is surprisingly listenable with newly recorded cuts. Or, you can simply enjoy the humor of LA artist, Michael Helms. You’ll recognize the melody behind every song but the words have been, uh… creatively altered to make a fascinating parody. Order at the eStore of justfly.com for only $9.95. I found easily enough smiles listening to the album to be worth ten bucks. Matter of fact, I can’t pry it away from my wife (a one-time HG pilot herself), so be sure to listen to it before loaning it to your flying buddies. ••• With no more Millennium gliders forthcoming Brian Porter has been piloting his Swift (also a Brightstar design for those who’ve forgotten). In fact, I understand Brian is marketing the now-European-made Swift in this country. He has also done very well in contests with the slick wing. Of course, he did well in his Millennium, so the impressive performance of the Swift isn’t all of the reason for his success. • Some pilots feel this glider — and perhaps all the rigid wings — hardly represent the hang gliding we always knew. Add paragliders into the mix and clearly, "hang gliding" has diversified in various ways. So, is the Swift a true hang glider? • In the same vein, try to puzzle the coming Pod Racer from Mike Rigg’s Seagull Aerosports. Racing pilot Davis Straub refers to the Swifts in competition with him as "space ships." What will pilots think of Rigg’s fully enclosed soaring trike with its retractable wheels? Of course, it won’t have the small cross-sectional area of a tight-fitting pod harness, but it may be clean enough to compensate in other ways — for example, all instrumentation and a rocket parachute will be enclosed as will be most of the base tube. Will you still be "hang gliding," in a Pod Racer… especially as it isn’t intended for foot launcing? • Another interesting note is the mountain launch of a gorgeous Italian "ultralight" motorglider called the Silent. It is also built without an engine and one recently launched "effortlessly" from a mountain slope to the surprise of observing hang glider pilots. • As with the Millenniums, Swifts, ATOSes, Stalkers, and Ghostbusters, Mike’s coming Pod Racer and perhaps even aircraft like the Silent may redefine what we call hang gliding in much the way paragliders did in the 1990s. Perception, not rule definitions, directly affects what pilots buy. Witness the 20% turnout of rigids at contests to see that this isn’t the marginal rigid wing market of the 80s. And with the number of paragliders at over 60% of the number of hang gliders in America, it’s clear that hang gliding is redrawing its boundaries. ••• In closing, Wills Wing is now the distributor for Airwave Paragliders in the U.S. This news comes from Marcus Villinger who for many years imported lots and lots of WW-brand hang gliders into Europe. After many changes — including Villinger taking over the remains of the old Airwave company from England, to include their paragliding line — now he is selling to his old supplier. Obviously they know each other well and Airwave is pleased to have Wills Wing and their 45 paragliding dealers across the USA. Info: 714-998-6359. ••• So, got news or opinions? Send ’em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. Please note my new e-mail address of News@ByDanJohnson.com… though you can still use CumulusMan@aol.com for the foreseeable future. • All "Product Lines" columns will be available later at www.ByDanJohnson.com. THANKS!

Published in Hang Gliding Magazine

Compress Post ...

ST. PAUL, MINN. — Of course, nearly all the news in the last month has focused on the War on Terrorism. Each of us sees this through our own eyes. We cope with the events in millions of individual ways. A logical way for many hang glider or paraglider pilots is to fly. Many of us find a quiet peace in the air. But in a time of national emergency, officals must make decisions. Among those was the grounding of the entire American aviation fleet, an action that has never occurred in the history of aviation. Naturally, hang gliders and paragliders were included in the grounding. • Led by our capable CEO, Jayne Depanphilis, your USHGA office kept in regular contact with other hang gliding leaders, plus those from the U.S. Ultralight Association, to get word from the FAA regarding the ban on flight and its subsequent lifting. On September 20th, only nine days after the attacks, Jayne said, "I now have it in writing from [FAA official] Mike Henry… that USHGA can operate/resume all aspects of Part 103 outside of Class B enhanced airspace." For those unfamiliar with sectional charts, Class B is controlled airspace around major airline hubs; the "enhanced" part of the new ruling means to-the-ground, rather than the upside-down wedding cake look of normal Class B airspace.

Expand Post ...

Product Lines – November 00

By Dan Johnson || Leave a Comment

ST. PAUL, MINN., — You know, it seems like quite some time since I wrote about a new flexwing hang glider but in this month’s "Product Lines," I’m pleased to tell you about a new topless entry. It’s AirBorne’s new Climax 154. First some specs: area is 154 squares, span is 34.1 foot, AR is 7.6, nose angle is 127-133 degrees, and it has 90% double surface with 32 battens, a weight of 77 pounds, and recommended pilot weight of 155-275. AirBorne says it takes only 10 minutes to assemble and packs down to 17.4 feet (short pack to 12.8 feet). Well, the specs don’t differ much from any other topless, so let’s look a little further. • The company has already found success with their entry-level Fun, intermediate Sting II, and recreational Shark. As principal Ricky Duncan said, "The only product missing from our range was a truly high performance glider." Besides the obvious removal of upper rigging, they reversed prior AirBorne patterns and went with the more widely accepted elliptical tip and changed their older Shark cam-VG system to allow a tighter VG full-on setting. They claim "much lower operating pressures, which also minimizes the amount of rope flopping around in the breeze." Their cam-VG system does not require the crossbar to be pulled aft which AirBorne feels better preserves the shape of the airfoil to hold down trim speeds and maintain more conventional pitch forces. The Aussies believe trim speeds rise on many topless designs while pitch forces decrease and they consider both of these to be "design problems." In addition, Duncan feels the sprogs and tip dive devices work better with their cam-VG system. • AirBorne’s Climax sail uses an "improved Mylar pocket arrangement" that smooths airflow around the leading edge to the lower surface. This works in conjunction with new double nose ribs because, "Tests have shown us that leading edge deformation starts at the nose during higher speeds." Early flight testing was "exciting" and they should be nearing certification as you read this with production commencing next month. They won’t sell the glider until certification is complete and expect to set a price in November. Info: fly@AirBorne.com.au or see their website. ••• AirBorne’s entry may be tardy but necessary, at least according to a review of contest results among flexwings. Betihno Schmitz reports that average contest speeds before topless gliders (that is, before about 1998) were around 25 mph. Whereas, in meets he’s examined since, the average speeds rose to 30-32 mph, an increase of better than 20%. He believes this increase is a result of pilots seeking to reduce their drag while increasing their effective wing loading. Schmitz doesn’t see that such reduction in drag is worthwhile on gliders with upper rigging, normally shaped downtubes, and wires routed to the conventional control bar corners. Some contest pilots employ small changes like attaching the wires halfway down the downtubes and Schmitz thinks these tiny drag reductions can actually help when paired with a cleaner topless wing. ••• We run from the very latest to the oldest… Some called it the "Geezer Fly-in," but whatever the name, the assembly produced, as Mike Riggs put it, "not a dry eye in the area." Many of the Who’s Who of hang gliding history gathered at Joe Greblo’s "Reunion Fly-in" at Dockweiler Beach. This’ll surely make a story in our favorite rag, but it certainly sounded like an amazing gathering that I wished I could’ve attended. Over 300 luminaries or ex-luminaries did go and the one day event was heralded as a huge success. The list of old timers was lengthy and impressive. ••• Mentioning Mike Riggs (Seagull Aircraft boss from the 1970s), I want to add that the fly-in gave him additional feedback on his new soaring trike, inspired by my writing — or whining — back a few issues ago. The amount of mail and messages I’ve received on this idea suggests it could be a big market success and Mike got more positive strokes for his work at Dockweiler. He’ll call it the "Pod Racer," a nifty play on the latest Star Wars flick and the company name will be… ha!, you guessed, Seagull. While out west, Riggs was encouraged to make the Pod Racer into a family of designs to include a simple Sport Pod model with less streamlining, fixed gear, more openness, and maybe less weight. Joe Greblo, who’s been interested in Mike’s work for months, asked for a two seat trainer version. But the first one will be the full-on Pod Racer with retractable gear, full windscreen (with openings for arm movement to allow full control bar range), an integral BRS parachute, faired trike/wing attachments, and a welded steel internal structure plus a plastic body that should resist dings and dents. "It should have front-plate drag not much more than a clean prone pilot," contends Riggs. I know I’m pumped by his work. If you are too, you might dash off an e-mail to Mike at mriggs@isd.net. ••• One of the responses I got was from Kamron Blevins, proprietor of North Wing Design. Many of you should know his name but for those who don’t, Kamron has been building hang glider wings for nearly two decades. I’ve flown several of his wings (on trikes) and I’ve been tickled pink with the handling. He’s now branched into powered trikes which I’ve also flown and liked. One of these, he says, could do duty as a soaring trike if built without an engine. It may not be the highly faired Pod Racer that Riggs is building but he certainly ought to be a player and he’s already got a well established production facility. Info: 509-886-4605 or trikes@northwing.com. ••• A "former skydiving champ turned movie stuntman turned movie writer turned movie director," Guy Manos is a name that may endear itself to the hang gliding community. He says, "I wrote the Wesly Snipes movie ‘Dropzone’ and just finished directing my first feature… another skydiving based action flick called ‘Cutaway’ staring Stephen Baldwing, Tom Berenger and Dennis Rodman." He made money for the studio on these so he adds, "Hollywood is anxious for me to do another movie." He says they never want you to stray too far from what you know so he’s trying to prepare a script to re-make ‘Skyriders,’ the hang gliding movie from the 70s starring Wills Wing gliders and James Coburn. I wish Guy success as this was a neat movie back when and, professionally done in modern style, might provide quite a publicity boost for our sport. Info: guymanos@reefnet.com. ••• After being USHGA’s Executive Director for over six years, Phil Bachman resigned. He cited personal reasons and family for his departure and will help the association through a transition period, but he bid farewell only a month before the fall board of directors meeting. Over the years I’ve enjoyed my contact with Phil and certainly wish him well in the future. The fall board meeting will update directors on plans to replace Bachman. ••• Well, more news is waiting but room is gone once again. • So, got news or opinions? Send ’em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930, or e-mail to CumulusMan@aol.com. • All "Product Lines" columns will be available later this year at www.ByDanJohnson.com. THANKS!

Published in Hang Gliding Magazine

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ST. PAUL, MINN., — You know, it seems like quite some time since I wrote about a new flexwing hang glider but in this month’s "Product Lines," I’m pleased to tell you about a new topless entry. It’s AirBorne’s new Climax 154. First some specs: area is 154 squares, span is 34.1 foot, AR is 7.6, nose angle is 127-133 degrees, and it has 90% double surface with 32 battens, a weight of 77 pounds, and recommended pilot weight of 155-275. AirBorne says it takes only 10 minutes to assemble and packs down to 17.4 feet (short pack to 12.8 feet). Well, the specs don’t differ much from any other topless, so let’s look a little further. • The company has already found success with their entry-level Fun, intermediate Sting II, and recreational Shark. As principal Ricky Duncan said, "The only product missing from our range was a truly high performance glider." Besides the obvious removal of upper rigging, they reversed prior AirBorne patterns and went with the more widely accepted elliptical tip and changed their older Shark cam-VG system to allow a tighter VG full-on setting.

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Product Lines – October 03

By Dan Johnson || Leave a Comment

St. Paul, Minn. — The buzz continues over power and USHGA. Actually, most of the racket appears to be emanating from a vocal few while most pilots are either ambivalent or fence sitters. • Invited to vote, hopefully all pilots studied the USHGA position and then expressed their interests. Ten years ago, in 1993, USHGA accepted all APA (American Paragliding Association) members into our club. The assimilation worked with few problems. Now the same decision is facing us with power for soaring. You got your voting card. Did you send it? We’re all waiting for you… ••• Executive Director Jayne Depanfilis writes that one reason to think carefully about HG&PG power in USHGA is because FAA is all-but advising the association to take these aviators under our wing. • With that in mind, Jayne asked if I’d go listen to the new FAA administrator speak at the Oshkosh airshow in late July. Here’s some highlights of her talk. As expected, none of her remarks focused on hang gliding as Part 103 operations are unaffected by the new rule. • Brand new FAA boss, Marion Blakey, spoke at Oshkosh on July 31, 2003 in a session called “Meet The Administrator.” While she started with issues related to general aviation pilots, Blakey soon got to Sport Pilot / Light Sport Aircraft (SP/LSA). Reporting that she’d signed off on the new rule for FAA the day before generated the loudest applause of her speech. Listeners overflowed the large forum in which she spoke, many keen to hear about Sport Pilot. However, except to confirm sign-off on the final version of the rule, Blakey revealed little. • Experiencing deja vu? Yes, FAA already sent this rule off to OMB (budget) and DOT (transportation) before but that was the proposal. Now, FAA’s sent the final. When Blakey stated that the process would take 6-12 months some experts felt she didn’t “spin” her message well. Could this long-overdue rule still be a year away? With 90 days allowed to each agency, OMB and DOT “should” have the rules back to FAA for public issuance by February 1, 2004. As the man who once pushed Part 103 through FAA’s bureaucratic machinery, Mike Sacrey was more upbeat. “This puts the [SP/LSA] rule within field-goal range,” he commented. • Blakey reported that 4,300 responses had been received to the proposal, a large figure compared to other NPRMs. Of that outpouring, a significant percentage came from the hang gliding community regarding towing. Congratulations commenters; you were heard loud and clear. ••• Nanotrikes at Oshkosh! These lightweight structures use powered paraglider engines and are aimed at hang glider soaring pilots. They are closer to a powered harness than a conventional powered ultralight trike. No less than four models were shown, two of them brand new. • Seagull Aerosports’ Pod was the only fully enclosed nanotrike. Mike and Linda Riggs showed their Escape Pod, the powered model, with an almost-identical but engine-less Pod Racer to follow. I wrote about this quite a bit last month so I will only add that my excitement continued when I saw the actual Pod. For years, I’ve been seeking a soaring trike which minimizes drag and weight. Seagull’s Pod series is an elegant answer. It displayed in mockup form as final details prevented a finished, flying product. But it was good enough for me to hand over the $1,000 (deposit) check I’d promised in this column years ago. FMI: 952-473-1480 or Mike@fly-seagull.com • Lookout Mountain Flight Park had on their space the PowerLite imported from Australia’s Airtime Products, also the supplier of the Explorer Powered Harness. Their’s is a minimal trike that looks more refined than any other nanotrike entry. It was even smaller and lower than LMFP’s own SkyCycle, displayed with some new features like side storage bags. Powerlite uses the same engine selected by Seagull for their Pod — Cors-Air was first developed for powered paragliders. LMFP’s SkyCycle uses the well-proven Zenoah and their carriage looked like it could handle harder use than the tiny Powerlite. Logically then, you might start with a SkyCycle and move up to a Powerlite. FMI: 706-398-3541 or fly@hanglide.com • Or you might consider Steve Rewolinski’s one-off soaring trike. Steve smiled that big grin of his and hinted at possible production by a local business currently producing powered parachutes (Skymaster). It seems a good way for a fully-employed Steve to deal with inevitable interest. His is a competition-pilot-designed trike with all streamlined tubing, hand-deploy parachute, and a suprone posture. A narrow pod between his knees had room for instruments and some limited storage underneath the faceplate. With his MR700 Icaro hang glider doing the lifting, Steve’s nanotrike climbs about 600 fpm, he reported. He added that he’s already logged many engine-off hours soaring this rig. • In successive columns I’ll write more about each of these nanotrikes because every single one of them is aimed at soaring flight. I’ll also tell you about a new hang glider tug unveiled at the big show. Summary: looks good with a lower price than Dragonfly. ••• Wrapping up, I’m pleased to say USHGA again displayed at Oshkosh. It proved a good year to return as the giant airshow enjoyed its best attendance in three years. Working the booth steadily was Brent Mueller, USHGA’s summer marketing intern, who said many people tried out the slick hang gliding simulator provided by Raven Sky Sports. As for most vendors, this doesn’t necessarily translate into revenue (or memberships), but it gave hang gliding a highly visible presence at a week-long event that draws nearly a million flight-oriented people. • USHGA’s booth space was made possible by Brad Kushner who purchased the location. Naturally he also promoted his towpark which is conveniently located only a couple hours away. FMI: 262-473-8800 or hanggliding.com ••• So, got news or opinions? Send ‘em to: 8 Dorset, St. Paul MN 55118. Messages or fax to 651-450-0930. E-mail to News@ByDanJohnson.com or CumulusMan@aol.com. THANKS!

Published in Hang Gliding Magazine

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St. Paul, Minn. — The buzz continues over power and USHGA. Actually, most of the racket appears to be emanating from a vocal few while most pilots are either ambivalent or fence sitters. • Invited to vote, hopefully all pilots studied the USHGA position and then expressed their interests. Ten years ago, in 1993, USHGA accepted all APA (American Paragliding Association) members into our club. The assimilation worked with few problems. Now the same decision is facing us with power for soaring. You got your voting card. Did you send it? We’re all waiting for you… ••• Executive Director Jayne Depanfilis writes that one reason to think carefully about HG&PG power in USHGA is because FAA is all-but advising the association to take these aviators under our wing. • With that in mind, Jayne asked if I’d go listen to the new FAA administrator speak at the Oshkosh airshow in late July.

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Product Lines – October 02

By Dan Johnson || Leave a Comment

ST. PAUL , MINN. — Wills Wing was surely pleased by the recent performances of Nene Rotor who won the Brazilian Nationals in his Talon, and by Chris Zimmerman, who won the US Open on a Talon. Jim Lee came in third on another Talon. lll About their topless entry, Wills Wing says, “After a lot of development and wide ranging experiments… production 2002 Talon 140s and 150s sport a significantly improved sail design, and several new features which are immediately apparent, including an extended tip chord and an extended double surface which fairs in the hang loop, enhanced handling and slow speed capabilities, and improved L/D across the speed range.” s In June I wrote about one of Wills Wing’s experiments seen at the 2002 Wallaby Open — variable reflex. This clever system showed promise but Wills said it “would require a significantly more refined execution in order to be viable on a production glider.” The U.S. member of the world’s Big Five hang glider manufacturers says that “a number of other, less visible experiments were also being conducted at the same time, and while none of these will see production at this time, we will continue to work on these and other ideas as we continue to refine and develop the Talon for the future.” lll Wills also performed evaluations of their Falcon Tandem glider. They flew it at Wallaby Ranch on a fixed-wheel setup with hook-in weights from 180 to 500 pounds (!). Even at these extremes, Wills says, “The Falcon Tandem does not exhibit the spiral instability seen on most previous tandem gliders when the payload goes over 400 pounds.” The company also reports that Ken Howells and Rob Kells foot launched and landed it in no wind at 440 pounds. They say the big tandem model “rounds out and glides in ground effect, rather than requiring a dive at the ground and an almost immediate flare like the Falcon 225.” Unlike the Falcon 225, the Fly 2, and Double Vision, Wills says there “is no ‘wall’ in the flare. The glider flares easily… almost like a Falcon flown solo.” s WW dealers also made observations. Michael Robertson of High Perspective has been making his living for years teaching hang gliding, and has thousands of tandems on all the available commercial tandem gliders. Robertson flew the Tandem at Wallaby, did some midday soaring with the big glider, and reported that he wanted one “as soon as possible.” Another experienced instructor, Rob McKenzie, says he’s logged more than 7,500 foot launch tandem flights. About the Falcon Tandem, Rob writes, “It is nice to finally have a tandem glider that performs well, has light and neutral roll response, and flares smoothly with full rotation without that feeling of pushing against a brick wall.” If you’re instructing tandem, sounds like you ought to demo the new trainer. s The Tandem is not the 225 Falcon 2 model nor is it Wills Wing’s hillside trainer, the Condor. Instructor or not, any pilot might enjoy this reasonably priced ($3,675) glider. FMI: willswing.com (then click on “Falcon 2”). lll In rigid wing news, La Mouette is making more ripples than I’ve noted for some time, with David Chaumet performing well on a Top Secret in several contests. Some observers felt it outglides and outclimbs some other rigid wings. Though Chaumet’s Top Secret had no new model designation, the previous examples did not appear to perform as well. Chaumet was said to be doing as well as Icaro’s Stratos and A.I.R.’s latest ATOS-C. Contest writer, Davis Straub, indicated, “This is the first time that another rigid wing glider has been able to challenge the ATOS as the top rigid wing.” At press time, no word on production changes for the Top Secret, but I’ll try to snoop around on an upcoming visit to Dijon , France , home of La Mouette. FMI: lamouette.com/pdelta1.html lll Reports of several tucks or tumbles have surfaced during 2002’s soaring season. While you might escape such mishaps by flying in milder conditions or places, some appear difficult to avoid completely including one at Tiger Mountain near Seattle . Even though Washington pilot Steve Becker’s parachute did not get out, he survived impact with the ground. Lessons: avoid strong conditions and make sure you’ve got a parachute (and that you’ve repacked it recently). s You might also consider one of Mike Riggs’ Pods when he gets them ready for the 2003 season. Damage to wings resulting in parachute deployments often involve the pilot falling into — and breaking — the glider. But a conventional, non-rigid harness may not be your only choice next year. s Riggs recently signed documents on an SBA Loan and his Seagull Aerosports company plans to start production of the first retractable-gear pods by fall of 2002. The concept of a sleek soaring trike (or “pod” in Seagull parlance) was spurred by my own interest so I’m in line for for one of the first models. Presently, Riggs won’t accept your money, yet the first 20+ Pods are already spoken for, figures Mike. Interest in this new style of “harness” appears to be growing steadily. FMI: mriggs@isd.net  Next month: tucks and tumbles and tails and winglets. Rigid wings are adapting controllable surfaces. Will flex wings also go this route one day? s So, got news or opinions? Send ‘em to: 8 Dorset , St. Paul MN 55118 . Messages or fax to 651-450-0930; please note my new e-mail address of News@ByDanJohnson.com… but you can still use CumulusMan@aol.com for the foreseeable future. THANKS!

Published in Hang Gliding Magazine

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ST. PAUL , MINN. — Wills Wing was surely pleased by the recent performances of Nene Rotor who won the Brazilian Nationals in his Talon, and by Chris Zimmerman, who won the US Open on a Talon. Jim Lee came in third on another Talon. lll About their topless entry, Wills Wing says, “After a lot of development and wide ranging experiments… production 2002 Talon 140s and 150s sport a significantly improved sail design, and several new features which are immediately apparent, including an extended tip chord and an extended double surface which fairs in the hang loop, enhanced handling and slow speed capabilities, and improved L/D across the speed range.” s In June I wrote about one of Wills Wing’s experiments seen at the 2002 Wallaby Open — variable reflex. This clever system showed promise but Wills said it “would require a significantly more refined execution in order to be viable on a production glider.” The U.S.

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