ST PAUL, MINN — Several recent calls and letters referred to rigid wings presented here. Are we experiencing an upsurge of real interest? Or just another bubble of enthusiasm that will burst with the announcement of some new hotter-than-ever rag wing? No one knows. ||| Meanwhile in response to several inquiries, you can contact the Owens Composites Swift people at 10000 Trumbull SE, Albuquerque NM 87123. Their February Swift News announced work on an article for Hang Gliding. Watch for it. ||| Two other projects bear mention here: Advanced’s Sierra and the Cloud Dancer ||| The ultralight company Advanced Aviation, is flying their second prototype Sierra ultralight sailplane (42 foot span and greatly cleaned up). I saw #2 flown by towplane designer Bobby Bailey — who is also the principal designer of this bird — and I flew the #1 machine some months ago. The original prototype had promise which the successor significantly reveals.
Search Results for : Just Aircraft
Not finding exactly what you expected? Try our advanced search option.
Select a manufacturer to go straight to all our content about that manufacturer.
Select an aircraft model to go straight to all our content about that model.
Hawk looks Good in Wood!
Not all Light-Sport Aircraft will be composite.
Beautiful imported aircraft like the CT2K, Mirage, Jabiru, or Kolb Sport seem to best represent what many pilots imagine when they hear the words “light-sport aircraft.” These shapely composite designs are speedy and modern looking. Yet we’d be foolish to ignore the entire fleet of amateur-built light-sport aircraft (LSA) candidates. One of these is Fisher Flying Products’ Dakota Hawk.
Wood Still Works!
The Dakota Hawk is a simple, wood-structure light aircraft covered in fabric. Sound familiar? Sound comfortable and well understood? You bet it does.
While the Dakota Hawk may not be seen as a “modern” design, neither is it a vintage aircraft like Fisher’s fascinating Tiger Moth replica. Instead, most pilots probably link the Dakota Hawk to a golden era of general aviation when Piper Cubs, Taylorcrafts, and Luscombes were the darlings of light flight.
Regardless of what regulatory program it operates under, this high-wing taildragger is a sweet flier that will address what many pilots want out of aviation.
All-metal, Four-stroke, Genuine Ultralight
The new light-sport aircraft (LSA) category will soon be a reality. While a best guess is that FAA’s newest rules could be announced at EAA AirVenture Oshkosh later this month, it may happen later in the year. Whenever it happens, and like many others watching closely, I hope this new concept arrives swiftly with its promise of interesting aircraft at affordable prices.
As important as LSA may be, however, the proposed new the rule doesn’t affect other enjoyable flying machines. Aircraft built under the amateur-built (51-percent) rule will continue to be a major factor. Many EAA members are building under this rule, and these aircraft will continue to offer wide choices, performance beyond that of many general aviation aircraft, and the pride of craftsmanship. LSA also leaves room for Part 103 ultralights to continue and grow. While some industry leaders see little demand for single-seat aircraft powered by small engines-and it is true that they do not make up a majority of machines-neither, however, will they disappear.
Canada’s Sky Jeep
Pilots will go to great lengths to fly airplanes they like. I went to the Czech Republic to fly the CH 701. That’ s a long way, and I did like the airplane. The experience tells a story of light-sport aircraft development that may become increasingly common.
Like most light plane pilots, I’ve long been familiar with the designs of Swiss-born engineer Chris Heintz. His many aircraft models have put some 2,000 builders in the air. The low-wing, Piper Cherokee-like CH 601 is far and away the most popular air plane he’s designed, with it representing more than 60 percent of all Zenith models sold. Yet, perhaps the most distinctive-looking design he’s offered is the short takeoff and landing (STOL) capable CH 701, the subject of our discussion this month. Now the world grows smaller with Heintz’s Canadian designs being manufactured in the Czech Republic and freighted to the United States for fun in the sky.
Simple Done Right
AirBorne’s Outback trike has all the essentials
Light-sport aircraft (LSA) are on the minds of many would-be sport pilots, especially now that the proposed rule has advanced from the Depart-ment of Transportation (DOT) to the Office of Management and Budget (OMB) for its last review. But the big-picture view of these airplanes is complex. Yes, we’ll have sleek im-ported machines like the CT2K, G3 Mirage, SkyBoy, or SportStar, but we’ll also have much more. We will also still have popular American-made machines like Zenith’s CH 601, SkyStar’s Kitfox, Quicksilver’s MX or GT series, RANS’ Coyotes, Quad City Ultralight’s Challenger, and more. And we’ll have trikes, powered para-chutes, gliders, airships, gyros, and who-knows-what-else. The new LSA category actually represents a virtual zoo of different aerial animals. The fiberglass or metal versions that may enter our market from Europe are but the upper end of the spectrum, in both speed and price.
Trikes, in particular, may be one of the earlier qualifying entries.
A Civilized Kolb Sport 600
My first thought when I exited the Kolb Sport 600 after flying it was, “This is a very civilized aircraft.” Is that typical of what we can expect when light-sport aircraft (LSA) become the law of the land? I sure hope so|though I also hope Part 103 ultralights and kit aircraft continue to enjoy a solid share of the overall market.
With its sleek composite exterior, all-metal wing, custom interior, international (Canadian) design heritage, and cross-country performance, the Sport 600 from New Kolb Aircraft sets a pace others may hope to follow.
My test airplane for this month’s article was the personal property of New Kolb Aircraft owner Bruce Chesnut. That explains the gorgeous interior finished by a professional in Alabama: Leather-covered seats and fittings, tasteful embroidery, and beautifully formed and finished plastic covers graced the aircraft. Bruce’s Sport 600 also had attitude (IFR, or instrument flight rules) instruments, which is rare in the ultralights or kit-built aircraft I typically review.
Ultralight Trainer from RANS
“RANS is back!”
said many ultralight enthusiasts when the company offered their production version of the S-17 Stinger in September, 1999. Now the Kansas company has reaffirmed their commitment to the ultralight community by offering an enlarged S-17 with an added, tandem seat. Welcome to the S-18 Stinger II.
Of course this isn’t the first ultralight trainer from RANS. They continue to sell their S-12XL Airaile 2-seater. Others may observe that the S-6 Coyote 2-place can be built to operate within the limits of the Part 103 training exemption.
But when RANS first talked about their single-place Stinger – the prototype model that was never marketed – the company had been going in another direction. In those days the apparent darling of the company was the S-16 Shekari that is more accurately described as competition for Van’s RV series than as an ultralight. RANS president Randy Schlitter was able to see that ultralights didn’t simply grow up and become “light aircraft.” And, since Schlitter wants a share of the ultralight community, the S-17 single-place Stinger was his 1999 entry to entice ultralight flyers to the RANS brand name.
Wings and Strings 2000
Admirers of aviation and music convene at this annual Florida event.
Naturally, pilots have interests besides airplanes. I’d bet all fliers enjoy one kind or another of music. Hang glider pilots occasionally fly with a portable CD player at sites such as Torrey Pines near San Diego. The California glider port shared jointly by sailplanes, hang gliders, paragliders, and RC models offers butter-smooth ridge lift. The gentle sea breezes make for such mellow conditions that some say music complements the flying.
Yet most pilots are too busy with controls and instruments, are concentrating too hard on navigation, or are simply too engrossed in the joy of flying to want music aloft. CD players in homebuilts or factory aircraft are hardly commonplace. But another way to indulge your musical and aviation interests is to visit Florida’s Fantasy of Flight tourist attraction on the occasion of the annual Wings & Strings Americana Music Festival.
How-to-Buy a Lightplane — Part 2 of 3
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.
How-to-Buy a Lightplane — Part 1 of 3
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.
- « Previous Page
- 1
- …
- 119
- 120
- 121
- 122
- 123
- …
- 134
- Next Page »